Document By8bL7nK6wrGBjN8kGg0Lqvrm

`n(Q](& m Volume 1 6* r National Safety Congress Transactions GENERAL SESSIONS ,/ ANNUAL MEETING OF MEMBERS CONGRESS BANQUET LIST OF EXHIBITORS K GENERAL INDEX OF ALL VOLUMES ' . . . i;-,-. - V-. ' / NATIONAL .SAFETY COUNCIL 425 N. I Michigan Avenue f Chicago, Illinois <60611 .. rT' PLAINTIFFS EXHIBIT a/ir/t o$Z  -M VOLUME 1 OF THE TRAN! of tho )' 51st NATIONAL SAFETY COI m r t. : CONTENTS OfftetrfoftUtotfonalSo&ty C^unat If4344 * i * > . * .4; *' f Board of Director* it&fcty / -* * .'T f.Wl * *# tj > . y- -r~ `!v' *ii1\ < .4. v-{ ( *. At t*V^!#5-/', M< Wi ';r..v#sSfcVt .. i\. * ? -v`^5>r n* . . ::! V.: Minuta :of. A `Annual' Matting ;4<%- < .V-^cir-V -.' : Now, It'* My .Torn!.......................4&._____ ri#g / <* 4 /^TrafficReport totha'Natioo....-i - .>' -V !.- *'.o'^V/<-0'-**w#\v. v*!4*/ 'r \ * r *" " " ' :*. i ti 'iireiL'4 . . v:---v.ty National SdfttyCoandl ( * , **/ * . . . * 'N. . .j* \ 5 - * -... '', . yl\-, '. ,v-- .;risr/< I- i. I i! - . - I ' *?$ ;>*'-CvS OFFICERS'1-- 'A - '/ :'>: '- * 'f.* . ; ><s * .- ?A- i. / . . %< . / *!%. . 4? ` ' Chairman, *: \' > Petroleum'Cbrapan^Biu^^ ..... V.;> ,' . - [. Presidtnt--_UHoaiwwaArMdt IPMtmnxv, Pres*idJe--n*t, National^S-a*f-e*-t-y Co-u*-n* c**il,fCtlnhektmfoii*y Illinois ... ; . y ; . 'v``,*<**r';<;* Pic# Prtsidmt for Parma Baoeat.Lopaa, .T'ij`(yon^anjr, Mciine, .Ittiadb v,<:* -'' i tjCi* . vm . * S ** ;t f;:^7Manageiv;Ji^fctiiri^Dhrisioo;;;HttiiJ)le^ vHoditoiJ, Texas &*&$$$ y'-'i ; V- Vice* Presidtnt' for iniitHy~ J.-S."Otrtati i ~Fire' Protection DivisSon,* Ej'I.' du Pont- <" `ib Wlmingtdn. DeUware .. ' IntemationU Union of ^Operiting Ei^ri e?VrWashfi^tt^D^'C^|^% m National Safety Council *. ,* OFFICERS --1963-64 Chairman, Board of Directors--Stanley Learned, President, Phillips i Petroleum Company, Bartlesville, Oklahoma President--Howaiux Pyle, President, National Safety Illinois I, Chicago, Vice President for Fan&$--Bruce Loujue, ;Vice President, Deere & Company, Moline, Illinois Vice-President for Finance--Robest T. Ross,- Manager, Employee Programs. Department Ford Motor Company, Dearborn, Michigan-. 1. l - Vice President for. Homes--J. P. Washes, Wee President and Genera! . - Manager, Manufacturing Division, Humble Oil & Refining Com- . party, Houston, 'Texas . < Vice President for Industry--Queenek, Manager, Safety and Fire Protection Division, E. I. du Pont ;de Nemours & Company, Inc., Wilmington, Delaware .t Vice President for Lahor--Hunter P. Wharton, General President, International Union of Operating Engineers, Washington,' D. C. -v Vice President for State and Local Safety Orgamxations-^Loms H. Antoine, Resident Via President, The American Insurance Group, St Louis, Missouri - Vice President for. Membership--Jobb L. Gnus, Wee President Monsanto Chemical Company, St Louis, Missouri Vice-President for Motor Transportation--Mjjuc Robeson, Wee . P.resident Yellow Transit Freight Lines, Inc, Kansas Gty, Missouri Vice President for Production--Hugh Curtis, Dean, School of Journalism, Drake University, Des Moines, Iowa Vice President -for PPui{bwliec' Information--Cuasles W. Fercuson, Senior Editor, The ifceader's Digest Pleasantville, New York'5.. National SafetyCouncil TRUSTEES --1963-64 - * * CkaSrmam of the Tnuteee--'Ho^CAKD Pyle, President, National Safety. Council, 42S North MicMgaa Avenue, Chfc ago, IUfoois60611 Vice Chmemm of the Tnutcee--Wu. ,Wht x, Chairman, The Dela ware & Hudson Railroad Corporation, 250 ] 'ark Avenue, New York, New York I Mombors Melvxw H. BAXXvChalrmait, National Gy jsutn Company, Bqifalo, New York JduRTL BinwntTH, Chairman of.tbe Boan, National Distillersand Chemical Corporation, New, York; New Y wk . ' -. . ...... James B. Black, Chairman, Pktific Gas tap Electric'; Company, Sam Francisco, California S. Bkoce Black, Hoaonuy 'Qaimaii, Li lertr Matual Insurance' :'7 Company, Boston, Massachusetts Juosoi/b. Bianch, President, Allstate Iosqiance Cbmpdnies, Skokie, . Illinbis . j*. v . -..t' ^ r* ' ; D. W.- Bcosxak, President, Southern Railway System, Washington, D. C * I - . } Waub F. Camcy, President,' Automobil: Carriers Inc, . Flint, . .Michigan * * William G. Chxxeux, Praktmt/Scripps-P owardSopply r 1 J.Doyle DeWixt, President; . v . /...* . .. . . `7** . . : ;v,.;E. F. W Poirr, W2ming^oo,:Ddarrau^ :-Vi *'7; dr* ' t*';V :* - A` I * immLok E.. RouxoHambmaw,-BnMxBroOi^ ''.v.V.'. ;Nfw. Yoii;.Nw Yonc';_ 7 y. Hzko; Chairman of the';.Boairds.-^Tl^: ' ^6m^jtrdes,NewYork;' New'LYork':^ ;V*...--..... V: r. ` . . V:* ' . - .f . ^ ' * " f': *. * * : . * >. . ** ' - . i. -'* ": '.**>* *. ... tv . ?.** I I. . . * r.' y National Safety Courfcf| '{TrOOieer, *0Muimi)!$ ' ' * * .V- :'- : 7t- C; ; . ' .. ` y- V. \.V * ^.**5'v Tv. , v". v f. v :;{*VAv William A. HtwijT/Presid^'D^e^i^C^pan^^ -T; . Feedeaick K, Kamel, Chairman, American ,Te!ephciAevahd Tdcfn^i^^l Company, <New.,Y<>rit New York \.^v-vi: "./ . ' v .' ...: .. rk; . William G. KAaNEsjPresid4ut, BeatriceFoals'Coiitpai^ Illinois - ' J- .V - - ' -; M : '' *' .'-!'-..'.;4-!'VV:v-:' John R. Kimbeely, Chairman, Kimberly dark Corporation, Neenali^y^ Wisconsin |>:|0 Joseth L. Lan&b, president, West Point .Maimfadoring. Cqjnp^.^.V'.^ * 'firV West Point, Georgia , -i'' StaInlkx Lbabnxiv President, Phillips Petroleum Company,' Bartles^.mf v^lle, Oklahono(Ex-Offidoj)) 1 Gaoaox E. Luokty,President The Order ofRaUr^Telegraphert, St Louis, Missouri ivv.r.^r^iviv.':^^ Nan. McElboy, Chairman, The Procter - ft> G^liCbmt^.Gn- dnnati, Ohio. v, James F. Oates, Jk^ President, The Equitable Life-Assurance Society, r ' ' New York, New,York,. ; >v. V;.-.:t* * * *'..'' ;.'** -i ;'* *4 : . * *' . ' ? Rosest S. Oelman, /Chairman and President, ThevNationkl Cash. Register CompanyilDaytoit Ohio r ri New York m . ' ea '. a 4"* * '* -'*-!*' *** a* *'# ' SHEtayaNX PaEscorr, Bdfe Haven, Greenwich, Connecticut * * I Gwilym A.. Paiat, Chalrnati, W^nghotAO Electric v'Cbrpbrafld^^;: : Pittsburg Pennsylvania ,'L r : , !^ V:;v v V, 4| v; / mi ; Ptesident, NiitSodb Safety Cofa 42S Nth M5W^: ^ .gan ^.venue, Chicago, IlUnol r40611- WaltEx P. Rg^rRint Vice K esldent^AaKticaa^ and'Ccogress of Industrial < >rganintrions,`^DctndtMkhigan c~-' Yvo* .- \r'S.f - * * :f >..>.V .'.--r'.Vj*ti J Si/* .. :' . . / 'Ws^r.; --.i- r\ . * *. .; *v *- ^y COHBCil v`:-'::-:v .v '. ";, v -i;.-.,.*-; . ; -* 'j '' ^:v'%9tJoH* ', ' " ,,',' ;: /.* min, ;3le;*iiii*r^^ ` ;v It:^-New!.NetYork; >:<:. V-.-V-if-'v'*--c* ' .-* \* -; : < V-V 4<V--5v'1_Vn: *j . * '*-. '- '- * ' * *- '' m * * ' : <* j- * V,, *. ' . *f *" ' :*.:> .,,,iyv7V r.*'rv: > . L - ' -V -. , . '' ' ;;; V ' \ s A. .* ' -V. '--3* V-if'vv.: " t-.*>/.' .' .'. '.' *' .* .#*.- ; 7:.; .>'Tif.^->v1,VA:'.<:.f:i-=J National ^ Safety Connell ' -- . /vSv$ A . .; * * i ` 1 - ' v1- l;:. A / |; * . Vl\ /.* . \*';f-v.V-'v'.V ii BOARD OF DIRECTORS Chatman of tfu ..A . Phillips Petroleum f. Bartlesville; Oklahoma- Ptc/ Ckatnftan of the Board-of Dirictot*--P*. Lowell & Flaatint'- , Chainhan. North Central Association of Colleges and Secondary Schools, University of nUnoia, Ur* ` r .. . . . .j**.- aJbars: a. .'1 Eowa*d S. Adams, Direear of Safety, Icrini Fahn^^vw-, .--^^,^^ Moines. Iowa* * *; ' - ^1 FkAMK R. ` Amxauar, Edi or, |The Commercial Ap^atvlteaq^v^ Tennessee . ; A; Roam H. Aurssga, Saf ty,, Manager, Me ?dcVQ>cfeiqd-|IXwdn,^ v. l^erck & Go, Inc, Rahwi y, New-Jersey. Finlay G Allan, Assistant to the PresideXleAbdd'BrbtfaeAbbd of Ckjo.!* tad Jotae^ of Amerto, ..Homes Allen, Associate Professor, University, Lafayette - Indiana .* '! !rAs.. AA-Av-VcA* W. M. Allison, Senior Sifety Dirrotor,:BritiihCohnnbkLtnnber, . Miohcom, A^Uoi. Louis H. Antoine Resident Vice -Presidettfcj The Anfcrican haar^' ^ ance Group, St/Louis, Missouri J.-' -John GBaine, President, Transit Services h^issouri 'i:f. Gowns'B>(itxEs;^cectrtivc v ' ' F..=^ Ba*nasoo, Manager- J A if. R Bunc^ Mawge, * ' factoring MBw aV f,v; Ai^di; CadiforniaV'A ! Vr'*'V*\, r|i k fe. IP. National -YSafoty Council (Board J M Clash D..Budges, Managing Director, Industrial Medical Association, : Chicago,vIQinus . -7 - mRoanr U.Bsottn, Editor, Editor A: Publishe '. New YocV-Ntw-Yorir' Rosstu. I- Btowx, President, Insurance Institute for Highway Safety, Washington, D. C. ' E. J. Burner Chairman of the Board, 'lie SIhrer Fleet Miotor Express, Inc, Loumille, Kentucky . -Robot R.*"Burrow, Executive Vice Praidehtj, Campbell-MJthun, Inc* . Chicago, Illinois f Beknaukud> RR,. Caldwell,' Consultant, The.Tra&c Institute, Northwest em University,. Evanston, Illinois '' Eakl F. .Campbell, Managing Director, Foundation, an Frandsco, California C Jjfornia Traffip iSatiety Alfseo' W. C^irrvmx,: National Director Safety : I American-National Red Cross, Washington, D.C i. The Waltss F. Casey, President, Automobilj: Omen . Inc, = Flint, Michigan X r- VxJ iK:*:.. -'t ,vl yyv.X.'' . f. - . v f.' Allen L. Cobb, Director of Industrial Safe &r-&>dak Park Works, Eastman Kodak Company, Rochester, New * t ' ' / Rabbi Seymous J. CoHEW.The Ansbe Enet Synagogue, Chicago, Illinois John D. Gownoks, Asiistant to the Pttdde it, American Federation 1 ' of Labor and Qgrm,ofTndustrialOq srindiony Washington , D. C ......................' ^ .v . . .. .. . . Esnest G. Cox^ftti<&^ Triers*!ety,treauot Motor Carriers, Interstate Commerce ~C wunlsrinf^; Whriifagtoi^fo;^*^^ v.;`. >: Stanley .W< Cox, Vice .President,. St Joiepr V.- V* - .*.:V J . *. .*.. T i' ' : 7 .**. t`;* '/' Br^^ Csrairnaj), ExMMi^^'XMT^borjv - Govenmien^;Chicago,-:IlIinois .: y -.7,.. V Nin. J; Ctnanr, President,,Callfornia Carts ge *-*..*.;.*r v%' *v - v..:;-. .Jnr 'I? t !. i. i \ If .*:VI! 3':' 'il A'5 ?4 ;i ; J1. 4National . V Connell 1' . . > ' V. '. - : : . - >. .!: hv .;.t <. M.--. 1- ;rv:;-. %L R. DaxunotoN, W-* " r? Hon. Frances L. Dawson, Illinois' StiWlagWatttftfEfi^^ John Denson, Executive j Editor, New YorkJoiin^-Atn^lc^ .York, New York ; ,r .Clauds be St. Paex, AssIibnt`Director, ProfctSiar J^r^opmed^r^" vision, American Farm jBureau Fedemtkn, Chkafo,-IHfaU ./;c^*4e8F i* '/s b ' * ~ . fi'.' J. Dewey Dossett, General Manager, Association o! Casuahyand Surety Compares, New York,-New York- /:- \-VY/$i^S0 Miss Dokotby Downs, Assistant to Director ,* Eat^ktoH^'-Flto^^f men's Mutual Insurance!Company, Providence, Rh*b;M|WI*^^ ' `I * I* * '- 'r . -l*,i **'*. *i* James ID. Dunlop, Director of Manpower 'Activitiesi -Natiooal.;AKif:;* sodation of Manufactures, New York, Nw"Ydrk - I -................ ... , `. -i t. EL F.'du Pont, Wilmington, Delaware , - . t J. Geopce Exchhokn,-. Giand Lodge.Regicscntatf^oto .Association of Machinist, Chicago, }yJ,`F. T. Fahlen, Ja^ Vice piesidoit, AH*oiJ&i| -. >* *. - Phoenix. Arizona . Heniy W. Pales, Vice `P esident--Manuifa^jkgi^S^C^^I^^?^^ 4: Company, Woodland, Maine1 . wffli ^5y. ,v r*-v. . - \ ::.-'-;;tvV^/.-' * - '-* >.' - V* '' r^c * '1 .J'r : V / '. ;*' ..}V' '/ '. ' . <*-.clV. `9X-. D. A. Fauell, Director oi Safety, tftitoii' Pittsburgh,. Pennsylvania Chaxles W. PkacusoN, SennWior 'Eadiitor,' antdOe. New York Kredor^ of Industria-l'*~K*- ,. Sted pNporatkm, Clevdi h^pbio A. C Jx^ Manager, : nois y- ;: ,|,-v ><.* . ;i Da. L6wxu. ;B. FtsHXk; va- y . Colleges .and Secoodary; - . Illinois ;.;; - ;.* .' ` -,:^u j- . .,... Paxxxe C Folse, Safety J 4visor, ;-i Benson Foi^-V^#r5i^ * J. ; : ^' -i-v ' '. ' . `.V i;. tf*.i. '. ^ :vv'- -:. /.'V* Mi -s:--x I National Sttf^vComeil 1 ' * xt VB5 * - - :. * JSbWAWfGL Ytoc/PMsldcnt,- Bltiiminoos G Al G^pentort'. AnodttioQ, ' WsAlagtoa, D. C'. .. "V .: wfl/kiiioK' ? vvrf^Wcuir'J^^ Inc,' Terrt-Hntc; , .' ;.-: v ~1 .rv. . .. r,v.W ` `i" -*>,.. "*'' . ` i V * * S f i.f*j4Vr?* iiKSW *v* 'Rdnsx *(iF)Ura*,MJDL,' Secretary^ wKriaa Ac>tony of Pifl, ' /`j.vts! .vrv'/. !:? ?> iiT>> / /J ` . .1 ! E. A.. Ftoancx^Vlce Pmhknt,Ag>tate insurance Cbmpaxqr, JKenio. sv ; j v. \ r' 4*.Mas. G**r*ut<H.;Puts* .General 'Per*one! Director, New Yo<fc Telepbooe Cotnpany.New York, New Yxk j,K H. Galloway, . rmioebt, < fo:J,VRcynokb; Tobacco Company, Winston-Salem, North Carolina,. c,iL^ CViInIMciIn1nIMaItIi, OVUhWio' ' Manner, - U-&^tad Brewery Worker*, _ * .. . ' . ' ' jsrd'jfcS. 1 ^<ToawVl2 'Gnj^^V^*'Pri^nt,iM6oncm^^CChbeenmdafadilG. Dattaay. SfcV Louis, Missouri y^'\ ^ sa'.elKljri ` ,kW* . tWlt-wa.} * f }jroaa . CHdtgo,"Illinois ': , V* A *t. * Flre'Protedioa, Moasnto. - Chemical Company; St Louis. MimbtrH pAot'GtAr,'NiAxid'Eic^cudn'-! e^tkarj,;FtrttiMFariners - of -Anierfai' Offibe of`-EdoctfioitA^'D^pt rhnent ; of- BenMrah^,\f.Eiadnoccafr^>>' ' i v ,Hon, and.Attnfare, WasUngton, D. G>HHtntrnnrot^^GGtktknnr,;r,>V'Vkek^eP^rPerriederiodt^M^'<kne^ -Mtniser.Soatiiern '-tiJBDdClI^l ^?ladqeHpihGmDiOe 'IaDnad/r>Tdcsin^;yCOoWnqpiat ^Louisrilk; ,GaAp.i0.l-Qamw,>;M^W/jgdxarf .<jaerbL DrAw> CbrporatioiL 45. ?3> 'S?A1'>>V ~ W .1 ' .*.- . I"- \\" :.v^: *r ' *\ } * . -;i VlivI furtil ;> \ / >1 . w -vl^y: -. .;V.*.*' ' . - '. Prate itioit /.ry-w--;i^i; liS'.v': rf-: . "/i"' ''- r 3: rr /;  r -5 r-ri & H- j* I if! >v * .: ** v ~- ! ir National ^..JSwWyCouncil -I--...>; -& MiifcJH ,.;iv;rt 8 AX .Roam C Hekdon, Vice President Operations, ' York,; New York . Russzu. E. .Ha^oir/Director of .rjigincyiflgfiFamm,^ ' insurance Company, Grinnelt, Iowa L .: 5 ` " a\. ' .* * m Domald M.- Higgins, Dire :tor, Health and^Seftety Sefric^' ^atknal '*1$l Council, Boy Scouts-of America/ NcwrBrunnrick, jNew Jersey.. . Rt. : Rir. - Uscl Gaocoi G Haxsms. Diroaor,' Department o Social :/%& Action, National Catholic Welfare Conffercoqt; Washington- D. G Paw. J, Hdovnt, VloePm denCWHalle Bfoa. Go, dewfand, OBo w.,v: o -TT-v-.., v.ir~:.-vi.>V .ITa.T; -T: - . ?.% W. G. HotqHnss, Director-Corporate PersocnH SeiMeea, Ch^jrsler j .;A ` CMbr^-Ddi^^lddiiin' .X*s4: W.'L. HorntAX, Vice President .and Genend tdanager/Hordiwest- ere Ben Tdephone'CocO{njiy, lIinneapO&^ldnnesota. 5/-S*`41 1;`v FkEb Hwxsx, Corporation Director of Persbnnd, ' :5 pany. Seattle,' Washingtoi i J ^ Wnxi^K S. Holts,' Coin aiadoner,' Departmcnl of Motor Vddide^'^r< State of New York, AUany* Kdr^Y(D^>=^^.v4r^ it `:Yi?y!U -m; i SV i '*> ' * t a ..V- `v'> ' 0 ^if H. M.; HtnmNCTON,. Sop kvisor. pf Safety,^International Hahriiteri^ :. Contpwty,:Chicago^ lOIno s.^.-;... *, ;: Da.. Hamlo K. jAac, Dire tor, Dcpartrncnt^tHeal&IPhysicai cation .and*Recreation,' igasit , Univtrslty. PhQadapUa^ P^ ` vanla y jfeivW *>,*^7/ jwv; t, . ?-Maa; ;B*ak* (XAbonmtf Nat toal^Saldyi^klHto^ .>"? ^otParentsand Teadifcra, Seattle;.Washington. ' 'Gaotoe A;tjAdbnv:Dbtoto r.tofr^entef<lV' '; Corporatloh^Detrolt^MkMgto-^vt^^k^l;_k-^>V f*rt& .* v v .....Wr> * s^.Av / ^Virgima/ vT.t- ;vn.^r.<i r ;>:tiifid ' ffe*. ^ A'(.'it KWSt* - '<f \' s' , * ,**./si;f*>,v To :d' * N 't * / '> . V.*v.i`. '< ,*." 'A a-. X * v.?i ' , vy\*- Asl < .-i^' > *'>*Ti ff": Vtd *. J National ..i^tyCouncn {(Aoar'd tf.tHrttfen)tnSirmtd) 1 y* f \ '5 i . *; :. . Camas H- Kellstabt, Former jChaindanofthe Board, Sean, Roe1 bade and Company, Chicago, Illinoij ' -Noavpr C Knm, hUX,hief Medical Director, The^Eqcdt^ble Life Aawrance Society of die United S< ttea, - New York, Near York Otto Z. Klomch, Work* Manager, Inca Manafactcrlng Dhriaiaa, Phelps Dodge Copper Products Corporation, Fort Wayney Indiana ;V< 0K> ; . Wntxsx C Kjfoor, Executive Vice Presadent, The Baldwin Company, little Rock, Arkannd I , Wauti K, K6ch, President, Moehtab States Tdephone and Tele* f fcraph Company, Denrer, Colorado r i ,, ! ' * .. I T. A. Kiiuajow, JDireetor of/Safajvj oere It Gompasqr, Ifofin^ B- . linois . * ' .v* ' ;?. .oj--, , M*s.Jo*w . KarncKvMilwi'nxse, Wifcoruk' j ; .* 4 '* f . -J , J FkAHS E. LAoni*, Director ofSafetj NatioowidelnaiHance Cde^ * ; f. paily^CBtoltay''OUo'-'*:-</.v- ' v# .-`f ; 'i Fi'S. Lxkz, Director' ot Safety,' Into rtate Syatetn, ;Gtnd Rapida, Middghn V R* J. LAMOtndtthc, Di&ctbr, Salety timjl Health DWdoo CCanadd); United Stedworken of America, ^FL-CIO, Toronto^ Ontario, Canada . Eowaso & Lunar,.Director.of.Safety and Health. Bantu of Ptfr ' ^ oond, United,Statas^PwtOffica De ^B^^WaddoitMb, U. C. - - n-v.s-v-. Aitbpi B.. Lawotn,'Chairman of, ths}'&trd.lftOril Corporation; * -wt vi&fcl** -,i<.Nr.VbrivJiewYWe $$;/ - '&}*:.v&- V-- .* w^|v v*Staki*t LcAutny President, .FfcOOpt 'etroleom Cothptny," Barden* .i'Will**/ v* <*`t As'*;*V`*ir'A""k*.*F. ^ jBocailM`I^g,.Dqwty.ChleijDiTi kn^ofAcddi^rieremkav'VV^ .wj., l* t'lf,',*--.1- Tl:v-.-*--''t-' Ia' fev-I 4 .4(.' . *? *'. /|l 4'-.v- - >:... > .V * :.|. '? V-* i' i'-1. '* rY'V`- ' t .. ' ^ >'.' v. \ vm  JJ "7 .. :< \! t :. < i K Notional ScrfftfyCouncil v* r'jsj/J. : \ .-. . >r,:~ : ;**.w y '::M : ,v i > : ; .: / .ygnt . ....... 'vj>-I)']-': ; W. ,G.'. MAaaiiosH; ^ Accident and Indemnity * , ' ' %' | . *v5W * . *> .*- *; ... *HAm --------- --------------- - fagtOfV p'G^' ; v ; ^ *>. yv< j ;ivj^ VI^ tikkWTrtmfcw^ '.: *. . * -V '*'<* _ ' a . *' ,W # . ?' SsSjlb*?^ I. *.. i .' Vf? i\ '^f .; .V - *!i}r t`r: *A*!j&XSiU . - 1 i hi' ;:; V-,' > f v. < <7<\w.-___ - 16 '' '- . v. ;: V ' i- '; , / Notional SafetyCoBncil / <L. i'<A?:. r. * v-2 I i. Kr{Bi*trd ] -r*^y :: -: \ ' ' Dk.VHaMIU) MzinmLSOHX, ofRes_&_ tl], School of Gxmntmicartob- Arts, - -University of Denver, Denver, . Colorado.. . > * -. - P. jC Mznnx, Vice Prcildoft * rinvnl. Manager. Mbore Business ' Forms, Inc, Oakland, California. .1 ' . ;; V-.r*. *VS ; L W. MiLLAtn, Ponpan6 Beady Florida Nokicak C>Mnoinc, Directot;NatidGal.'4-If Scnrice Committee, ^ Inc, Chicago, Illinois ' .-y =r- . . < iv* ivA .AffWi . .'C'i'i-*-'''1' * J, T. kfoNA^An/General Manager,,Safe y(Prodocts Division, Ameri- ; can Optical Company, Southbridge, Ma isadwsetts y ^' ^'ViirAu^' .^MbitTmMaarr,`c'Safe(3r c^i'{>ttAee;/^^>esba#,Mfansss . r>:.. . Association, c/o Robertson, vHaU >.ft Hemhaw, Lt<L,_ Montreal, > Y :Quebec, Canada;v' ^/ ...' -.: * * " I-' . . * * ---. TbomasG.Mowiu,%Vice grerident, StteFarm Mittal AntpmcMe * = :;v InsnraaccCompa^ ois}- . i A. yf, Motucr, Diredor, Baton. oi Lai or.Standards| u. S.'DQnit-';V: : x' i .L'-'; ; ?*! < ;aentof Xabor, Washington, P.:C ^:i.....i... ..o..i.. Edward C Urns, Vice Presideh.t>awi+Ji<1\ sslstant to President,United. ? ^ - States Steel Corporatkxv Rittsbtugjh, ! enhtodvanla - Arthur J. Naquot, SafetyCocnsdor, Jew Orican* PubBc Service, Inc, New Orleans, LoauianA -JWi , AxosE.NiYHAXt.-Directori'Institnte '! Pob&e Safety, TbePcn&syl* vsni.a.S.tate .U.n.ivers-ity, -TA-ttverr-iQ r Fari, -Pen&osythar fe; .. , * J. B. NfCHbLS, Director of Safeiy. Eeyt dldi moodL Virrinia . y-..J;. vBUi* Kty#?; r;-?*Vv.' }-;* Gna P* Kean, Kedda^>insia,Co( nttdaii Cmr Ri|ii^ lorn . ,Af.ItoiH9cr/A..O^^:Execa^:.Vite..Pt^ MltGir.Wood: DkfastHes,' > Xv;- > .1^^^ .iikUiut' :v; ` -Si." -!*': ,;.Gnus P..O!VoutXB, .Sm^CbaiRnaii of .AevBoard, OHocbIdb `*iiinaGtfc^C8agv^rXMll^^Tlaaqti^7^. -x--" - -V .* '-'ji^^ ' NaHonal -s ' ' Smfy Council . * -I . ,7 > #.A . V> -(2 %i . - Va - 7 J - r...... : - ; * !, . '*i . -:-W 14 v**v - -v -*. .*.*!* J,,. i . V; *':. ! : \} i *>' *. *' * .7 .- / -A,' M.vJ. Pith,- Via Presides t,: American'iFor& Loylfy .Group, New'; ., -,YorlcNcw' York ci. R/ M. Pmcifoni; Vice Prp,-i-i-d-e--p--t, F-- a---r-m--e--r-s-^-I-n--s-u--r-a--n-c-e----G--r-o--u-pr,.-T--i`%' .-Angeles; California - FixrcHDt N. PlattI.Manager, -Traffic Safety and Highway Improije*4^% meat' /Department;Ford 'Dearborn, Michigan 'J dotQr' Cxi^wny.'^Tbe^AnMrican ..Ratd,. . . : ': v7-s,ri.-.?+ W'' - r.%T .:7V \ - :*'" V :--v: '{ '*?**<' yif. -v? Hahy L. Powbll, Assistant to Vice President, The Goodyear Tire &' Rubber Compaiiy;'Akron, Ohio *"-'7. 4. V . . . -1 .>. .i 1 - /.OJv Howau Rxu;- Preddent, National Safety. (CoondU Chieag6;: mhiois VS#- J. S. Qozzms, Manager, Ss fety and Fire^ProtectivelDiviBon, E jdu Pont de Nemours STC anpany, Inc^'WilxidrtgtorC-,Delaware^-r Rfce." : S&uioir Rahm, Executive Direct ^Department , bf Sodal s Welfare,-National Council of Chur^ieSi';lS|ew Yodc;^New York 7 i ; >.;%- ___ iwotb Rm; Asnstsu t NatiooSl ^^^r/Futaife l . _ ___ . ,. ;-of America, Office of Edu ation,'Deirtaint of' Hesdtfi, EdUcatk,'.v )4 .^^Wa^^Wa^ingto^ D.-C; X Ttoacsw, Vice Preiu< en^ ^..Kansas City, Missouri. .. .? ' D*. O. PtzsToiriftQiRmisoH.i:^^ ' ; SjKri-f/ V?'"-, .. , : ;f Publishing Company, Salt 1 <ake:(jity, .Utah; A .kV-. i ~X- % ' . ' ,," '/. * ; 4It/.' . 4'\>.T'.VS'gi$i3.V, * *'* --..'.V-;7;V-"* -r *i ..* "= a j^nivvr:W' v, j-.--.-rr/- : ................................................... I of Gdifomia, Western Operations, Ioc, San Franri>do;' Qtlifondar ^.' '' '. 'm~.* : _ . * ! ' * ! v.` - ' -f4. ^ V18 ..** 'V.' '+:W"Wi ' ; ,,>*C-.V74a'4>?i?sV B National . './ - v^SaflYy^Counell *. * .-/n,s' ; , *''i- *. _:!***: *** . : v _f I .......... : "U * * ; . - r * ':** x. **.*'/vS>'v ' . :* S*V ' **. P %*>*'... . . j,;<c G.'.;Wcjok Schumachm, PjesfocnV Apmcerincctann..Ouptniccaul Cvoommppany, . .. v ;i ; i.. ^ . 'v.,-;-.;^%_.1sjt--v;. v' ' '. = .**-; ' '`-'.IV <:' I ..'*T >-'-.*;*v.V'*|1 .!I- x 4>;v*\* j >/ S.ILSha*?,- Vice Predddft/SMthweiitbran:wctnc iDwcr uintMyt .. ;;iy * I A.: . - . Shreveport, LbuisianaV-/ * v_- .a.-1 . Gotncnr - H. SHttHiy/He^^TnrfBCoCc iter ^PrograavContimil^;. ** v| University, East laming, Michigan ^ ]'-...- P. L; SaxnuEi, 'Genoa! Vice Pi^denit;: IntiRnxtiotal Auociadoa of ^Machinists,'OaiQKSOb```-"|C >- ^ J j^ * * g . r ` m I .. '*.'t .... - 'A. `. * 1Reotek D. Svrasatt, Manage*# be^artmfaHt 'of''Manufacture, (ftamber. "* ... ;v:r-Vi 1 'y! of- Commerce of the United States/Washington, D.C. - --x - tvJiAs'^-.V? v- C-:/(if ,'x . .A* * ' Artist Company, New YocV, Nrir York 'XbfI^V :.= J:-A: -Cut: >* <;V^v-v-wiikySStWJ5feK^^ V.VM' [.X*' ;? Krfxvi-:,; l^5S*CVs I'Sb*'1*?' I^S/V, I^S^T^sr.. Ik Wti*/.- s? :C * *~*^ * c * .* -- .' VsT* ', . ` . W- -A' . , T-"- *... ,"... * +- i - . >r:*-rs'v^.32S ` -~Ai.- 'iv ;u .i-rv-- - [ 'i\ '- ** .; *' * (Bogrdjefi&Ttlxx} XoSlimmii) l - :* Lujyb D.. Uttxr, Director, Industrial H^th. ariS^etyWrisJoiv United Automobile Woken, DetroitMiihigan ^ ' I. Mas. Bouncx.T. Vak not VaiEvManbet, Chicago Transit Authority, Chiciso. Illlnciis : >j . 4;.-.': vt;,:' Dokald G.' Vatjchn,: Aristant Vice Preridedt, Engineering Depart. meat. The Aetna Casualfraod SuretyCompany.Hartford, Connecti- ut i;i' '- ' ;-> i:. a .. ..... i ( -. ' ' I*;-:r - - i '> - .. . . - v-''1 *' '. : : V; :-V,v-;. " V ' a - .. .> '.vr'V* *i'< K* h- ** ::: V; --.sx Ls-:--^ *. V' :C-: f w- lf.'%*..i.\ a,- ' .4 Da. Presto* A. Wadb, Professor of.CUnlcal.Surgery, Cornell Uni- --^5 verityMedical School^ew (VoHcr;Neir,V^rk ; r ; V"1" : ^ J. P. Washer, Vice President and Genendl Manager,?Maqufacturing l Division, Humble Oil a^RefiningCphpanjjr/^ ' Mas Matt M, Wxsxs, Program S; HeUtfi id S__ __ ^ ' cation,' Girl'S&tits of She United States jrAn^-Nsw-Ybck,:^ - New:York iVf. Htnqxa P. WHAtroK. General Pnridferit ' ihternatfccal Union of Operatlng Engineerf, Washington, D./G.. GaocrijU.: V/BXATun, lLDn'Tfdrd :VIee: ( MetSflTH- rector, Metropolitan, .Life InsttiancerGoinpany, Ne^ Yori^ New York ' ' 'H- ' * ;* -I'-'-1. - ;.' | V j--- .;!?: . ;r Victor fi, WHrrrHOps*,1 Director, of Safety,.International Brother- y *. hobd oTElecVical Workers, Washington, !). G . t , * ' '. " ' ' '; ' ..-I- . :-**-*-:. < 'r v- .C Rax M. Whittok, Federal Highway Adrmnlstrator,; U. S. Depart- ```ineht`of;Gpiw^W"^ . j.; ' . T. a WiuaarsoK, Director `-WadUiiftoiv-D,''C >'*% >>"' -\\4 v gberfng^PnixIae:Urlvfcrifv, Lafqrett^,`>UMSana iE.: built iCorponitkin, Milwaukee; V#*: t{^*c witVy.-y.' /.' Obco.; G' 'ZAtr^^':`Siipttm6iri-/Safity>ihd: Diif.rVe-r',: :Iinstliirion Seciloa^'V: ..VI. 1 TV : ; .v* t* :**/ i< t I ' *' .* ` *,**. .** '-MV. s-f*-. '?;* \\ : --.v = [I'f.yt.i;. n;'- 's.v'-. / : . ''>' . ' >.. " 'r,, 'V -...' . . .i ~. :='it-.* >' -r'. pftj'itrX.{;}{/ :\>fV'.yl4.sa,'. W. . . ; i";t" .* . t.,, -V V//.<* ^ I'-"-1. V ` --A, . sV'1'. V Ja .20 V-5^ 10: I &63 tta&mel Safety Ctmgrett ' ology/Chlcago give major attention intois (psychological climate theory it the quality 61 behavior and irtness rise according tothe ior alertness. In bosuns and course, means that a true sate eHdts a high leyd of dHgence. This'theory.: holds aal must feel free and Indeed, a wide pattern:qf short and ambitions which he feels to ttainabk withstrivingsitich for alertness if the efinate opportunity, if the rewards : and reasonably attainable. such a theory .to iwiuce safe behavior follows as busure. Many'existing company sic. assumptions m personnel be re-examined to determine chologically sound, for, nltiirenot psyrholngirallysocnd. economically sound.; Basic to is toe important fact: an act a low quality behavior. If ipens to materials, it 4 called fiecausation 4 the sarnie, and or a host of low quality ho* that an noteaHed accidents, avior tends to be the result of rain to e^bh enviromnental t high quality maimer. Higiu nee 4 no guarantee against havior, including accidents; iond inttlGgenct 4 a guaran- , then, seems to hinge very I hyto operational intelligence atom. How can tou be done? ; even try; it institutionalized owed its main workforce to y into operational dullness, rt enough to avoid toe eyer ie slave's retreat into dullness was ;Tewarc sanity^By i inhS.wbrk aboutius.j wdf somtanima ing,;abd`sh thnse^ande findoarKli from alerto emotional e But'a ne dominance.! piaeestowa alert/creato of .tiie pret outlook* ant to induce ss . l.-,,We';ni monetary in hniations of foir.beSt'ovtt incentives ;i hoar. The production t increaieak loath huh di not rise. Tt torn as to e mcentivesdi provethe safety. Pay incentives g in'toe work during each nse of.co others.' 2. Encou v mobility. B of personnt substantial i bit lobs, on to be auoc But it is n ""higher trai loweracdd possibility < suggests op become , tnc qualified ar tunities. A policy 4 Id the more' e 3. Erapb reprisals. 1 - I*6wfrioIS*i>jtcttStaic>u: was; *ewarimg'*in/fact^j^pmsenredShis edperid&allyi.and.efl^&idcallK^fbaih^iuts sanity.- By tfacrin7^n^jL^^;ia^Jard. thc;rigbtofcaM>ealup-tbc:l^ ; in^liS^ii^tejTOd^tpte^4liWTO : orcr/fec.beads;ot-rmnw<Sate- sapcridrioafelf ab^.jUsvpIigbtrist^; .t^mticeiSr'.arU;^ weifshre,;0:hie;;jfcf^fcaS&iiid `/obtained mansgemert;wiQ^W-TOtld^ sne cat. reprisals rf.:exsaik:rf:fjdiia haric^mofal ihfc;afcdvsieepii;' W^tte)^>ceaihsi*- of ' :ri0tr.Wh^wi)rriot-tlKrtis^u^du^tfds thbse-canoeht ,riSMdd':he: dose. /The; $mptoytt'Uvit.*a- find .ourselves maneuvered.? into retreitfcg optimally; freeaodakrthixnimbetngdnkss from akrtnesstoolaorderto preserve oar he feds thatheuma reasonably pennlsrive emotional: and just;envucoaeot./- Bot^a new'cpsychidbgyir^ for donnnanccvin the modem world' one which places_>rewarfsquardy^^^ alervcreathe behamor.3^t3o&atione of .the {actable wayrin ,;wfakb these' pew outlooks and researchrcsuits maybe appEed to induce safer aad'lagbef qta&y behavior. wauOaiy'iapaS^ ;prowSfiDg'1<^&nal tint* bmations ofcpiew irate Unifrgroup IndenHves for.b^'ow^il'retoIlbc^Reiwiidi shows that incentives increase/.productivity:`'per man hour.^ ; 'indwi^ ptodjjttkm the accidentfrequency rate &bdd mcreaie;:iakHi|r Vwiffi ;fi 'In - fee {lower fa^s1^'AiM^e^,^jiti4deht')Hite does ndtTbe. -This is in'sndidefiattce of ttpecti- tiob as to consd&te evidoue tint monetary incentives do increase alertaesseaoaghto im prove die quality of behavior; j including safety; Pay tertiineecpa^^ S^-OKmebfy: incentives gives'the employeeti hew interest in the work and m production units adiieved during each periodof the' day/ tnchadirig a sriise of . competMori with fiiriiielf and With others. .. '," '' Z Encourage inter-dejartnwntil transfer mobility. Because a high rate .of transfers of personnel among departments . impSea a substantial number,of inexperienced persons <m Jobs, one would expect.ittch a. cobdMoa / 4. . -Tdfcririe' *bd-'-'eren^ encourage ;:reasi' able nonconformity. Coafcemxst3 ;c*rir^ mvent or attam agw heights -Of; cfeitive be^ hxrior. Rigid conformity lower*:the>quaBty of beharior. hmtes themental duUnesswHch invariably j* accompaniedhy;risinglaeddeat frequency. Perhaps God isthe-gieatesTnon*. tixrionnist;df. all. beause: no= two. celestial days in dn.histoxy of:tl tmiversehxve hem alDcei.cJd ceksdalhodies granring-ti^ iieW ones being born.,and the tnivene.jsq^bding. Uutadoool -fenetics - teaches :iytoe/aame lessen. Medieval philosophy.- ;whieh/ saw nature as all order, and . system, simply was ignorant of nature To .be a hanncoidus part of nature of the cosmos^nott must ; be creative and free. His soda],/tehgiQUS, and educational i^uhimidiies-riEouI.d con tribute to 'diis^ .So: should lus pil^^ and economic processes imd jduto^^iies, ,'OUt .of;.tots cm come darihg: a>^. hndniamed of eiiterjwtses wludi will be tmdtita&m in. almost-total safety.; . ' L ': Maaimal emanapatkmof Amahans from badc-brealdng, iu^acddeist labor has coroe not bfX3uae;th^f^aie-any>more:intri]2gent ftan otber peo^es, bot -becue- fteir psy-! cfaologkal' climate tnuiitiaiafly Sncottrages diem to question, critkise. dljairee. trgu^ ddate^ and ^pravea.pdnt" Proving a p^st often.resuiti h cooitmcthf*'JaVttWB.iuid to jbe associated with a l^gh .addiiqtt rate. pushiot fofwtnJ tte safety irobtief.' 1' But if is not in fact, deportmeots with the hitter transfer mofi&ty'fates that have lower accident rates,apparentlybecause the possibility of transfer .tojother dqiMtments suggests opportunity to oiqiloyen, and dny become more alert/m.border.to become qualified ami aware pl.^^v^pwafic; opporr tunides. An'additional dividend from this policy is. likdyl.to .fc an act^ in the more' expensive labor. turnover. . \3. Emphasise die right of appeal without reprisals.- The employee seeds to be remind* i Pid the eodfied rales of/toe gameito the habits of all participants. A management which does not-provide-far etch employee s handbook of^peTsocnd polidw is,: inevit ably, in dm nmid of the nnptoyee to aotne degree : lawless management Ultimatriy people in a free soriety refuse to work for a lawless management, , write rimr> own. ride book, call it a codecrive bargahnng contrimt,. and compel dm maarnpelent management-to sign it This is poetic jbsticie,:lt the stock holder and consumer may be infured hi tUs 1963 National Saftty Congress ' process.- Whether or not there is s-umo^ . froth.sjpgfc- ihdiyi every.management has this handbobknspoo- ' indmdnals an add ' ability;itb a stable constitution of the productivity declip *. wqrkphkerlt protects theemotionalsecnrity tiom^Whenpersbb ^tftbeWorker so thaMie can put hb alertness' they tend to settle tciWE-d constructive opportunitieawherethe iawhichanacddt rewaitis are reaV hot m looking bvim hb trader, detected to shoulder to make certainthat he will not be dividual status-.t the vicdm bf arbitrariness. We fooght die automate with' pip American Revolution to get a government high qua&ty, safe: of law, not of mm. Industry management contains the, same problem in miniature, and safebehavior cones, out of the motional security of law. Some managemi tion toward perso subtle indications andworkspacesin 6. Delegate authority- generously and in display on desks proportion to responsibility. Whatever is as family photos, accomplished properly in anorganization ulB- offices andworkrc mately must be accomplished through people; terraneah slave : therefore, authority must not be hoarded. remits inpersonne Delegation bf responsibility without delega tivistic atfithde.tq tion of appropriate authority encourages agemmt.must:abai "passing die' bock"and irresponsibilityat. tatioulahd.mpjuji higher levels,. so that personnel at lower actively apply it 1 levels become demoralized or suffer in drive lockers should fees .and alertness. "When a man b not''running Desks and work.] under hb.own steam/Mie usually b not run unique individoalit ning ^ all--merely "walking" or,. likely, ers should not he "stumbling." ` but should be asp offices, and partita 7. Management must maintain a valid extent that practk image of manifest good intent Management respect and the n in die low-accident plant works; to build, alerting rewajds < maintain, and reserve an employee, stock No man's work; b holder, and public image; of itself that is that both he and ethically good. It b "ahead of the law" in The lowest man f< - reasonable provisions for the wdfan of sub ordinates, without sacrificing obligations to . stockholders and consumers. Thb requires high intelligence, bio ethics, and high statesmanshift but the result can be highquality team performance, safe and 'creative which b of .littler little can. Thayi quentiy includes it 9.Breaking m-i forsuMsssful-ii Century of resetm .' 8. IntSviduallsm must be actively encour leveb reveals tint aged.' We come utterly insecure from the expected to he eas womb, and at all later ages we retain the . aspiration level at primitive impulse to nm for &me kindof rise. If it b expet "collectivistic" cover at the first "dap bf to be difficult toe thunder." To be'a true, free individual b it b expected to 1 difficult, perhaps the greatest challenge b be difficult, them being human; but God made the individual in or even rises. *11 Ins .own image, not in that of a mob, aud it aspiration levds, b the individual who ultimately must conduct the casual,: rather . himself with safety in high quality behavior, they are initially ! on hb own and lander his own steain." Re tendency toward; search has shown that small groups have setting. Thb pe higher morals than large groups," and, more strong and frightr recently, that highest productivity comes do well to adhere 70 dfflb wOTkmg akxR; As ed to unit size to 49), es as a-straight-lbe funcad aretreaiedcolledively downintpadull lethargy mtisa misunderstood in ti late,when accorded inid -dignity: with rewards fotmance, their.vohnneci behavior rises. - x- mt'scollectivijtic erienta- nnd (manifested by such asr-:pointing all-machines deatfcal colors, forHddmg of such personal matters i.-.p^Mip^'-'litei/unn^K cmin the style of galieyv-. ete): typically 1 ;';J ward mariaganent .^lanaddn this. ^ngatxis' ondit preach individuaffan hot at'all levels of personnel, irnames, hot jiot hnihbers. ; orations, should reveal the y of each employee. Workthrown togetbilike:cattle jncdsgsuatecubidevlahs, med vrokToQtfcnsjolhe al effidehpy p&rits. .Sdfsspect of othosV'cpisBnite if .a nbo-mopetary nature, ready safe topless he feds his work are important! eels,'as yqii ahd I, that that wine can be'JiMffled w^ rathetically, but all tcb irennsdf;.. . ' -V- a' new employee mustallow litiit eiphnence/ Half' a ik on .setting of aspiration t if a new task of job is y and fotmd to be easy; the id subsequent performance ded to be easy attf.is found aspiiatioh level ,drops." If be difficult and is found to rpiration level holds steady ie astonishing - behavior :.of . however, has to do.with * accidental way in which set followed by the dogged permanence of the initial rinahenCe tendency' is so aing that management will to two rules in intrododng -s . :1a .< anewnaatfl ofthejobor initial e^niea theadrvity;th tivity so corape are strung-sot ninjnjabitHH dvity. Scrprui in a new job cj abighaspiratk later adversity ML-dhsightft morale rhainte have nine act behavior inget Morale is ctKt level times h adeqnacy-adue fe^gof well ing nsshhing; hahh/canfor cMTtlalioheve was thaibetw Medical The incident by effective cot men.; The . pro . if a few rules easily recalled: oie H. The fi couaseLHe in chosen. He m occur. He w; stances contrih needstohave ` the ihfbrmatioi irkom ^ Injuriesare allavorkers. prone" maa ' ii apropensityif tiw inevitable. JSMXbW-$)KtoStm*l iWK_aaaii.it)' er.feta ODdermph>tftftLtfa!t'diffitolty and challenge of fee job;cr tnk; ipi ;.(Z). strncten lib initial experience so that heis veryiikeiy to succeed wi tiun icpcSdcot towd the activity; the iotrinskxewardsrf^ ferity so conyWntly.pcrfonaedfeea usually are stung antomatkrewards towardssus- tainingalertnesa sad safebefcsTior k tbeo> tinty. Scrpri*jagly, a few sod) experiences in a new jobcaasea man.-fe buSd tod fixtte ahighaspirationlerel which nrelyyJdds to later adversity and hardknocks go the Job. factaiy:departmfeS/v._; >/??V '//v Euphoria, unquestionably is of; pHine gfr pnrtsnrc for safe behavior. Andsobfee other component--an adequate and reasonable pattern of ambitions heldwife some sense of progress/bring- made Msnsgtmcntcaa contribute tosaoy podtiR copiioib. factors safe as a: bast 6f cold drinking fonfltainy good physical wotting renditions, federate interim snacking and earit^-cppotlatiiries;' pteaafrest roomy efe, as dB of these con stitute alerting short-tom get! falfiffmorty lOt *3hiightfnl; tfenrion tahst be given to sustaining safe Inbarior sad boKBtir off morale tnamhimncei: tow morale people fnatrative, trigger-happy tfeaviors.'' i have more aeddentstad mote low'gtality Management^ too^ eta ferich fee cccstelte behavior in geberal than higamorale people . Son of other abort sad kbgferm goals feat Morale is essentially fee product of euphoria employees at all leveb can strive for. They level rimes individual-goals-organiratiora1- want opportunity. It is managraeritfs job steqnacy>aduevenieiit. -Euphoria b oners' mad the safety ferectors' job to hdp devrfop frrifng: ofwtll-temg wbithis atotalilyfeel- ing resulting) from: adequate. sleep, food, healfe/ comfort/efc Pifeab^ the lngbest correbtibn ever.dfctaxoed m sifetyroearch was that'between 'fee average rated com- and publicize "feme opportunities.'. ppdrttaitiea' cause as to raise par eyes to'.fee iaiufe asa to oo tutt vety unitfimitivc icing --to febi, the bub of safe and high quality behavior. . - : INJURY REDUCTION THROUGH i,::!^RgcpUHSELi^ : By DR. K.T. JOHNSTONE Medical Dir^ Ceotral Poriafey Div, General Moton Corp^ Saginaw, Mich. .. The mrife^'Pf^urirttV^\l)h-:!rrimbed''.; with this concept. If stfmies are to be >re- hy effective cbtmsding.pf:em^P3^ by fore- doced.we ^ <k>.more:tiy.correcting one-in- n^ ;lbe,procedure cfe :be' made: effective jnty ipipnp man than. hy: trying-to improve if a few roles artJobservid; These can be. any manlier of already safe-men, ;V . earily rtcaHed: by fee -nw and Me H.' The foreman nhist kpow Whom to Quite a fclt has :bemifotid<^1ri>^ fe -nrnh reran AA/a Vnrrairfnr-tTittaTV-* counsel. He rirast-Jmow'Why^feat maaVwas . that.allofthem together obmprise;a'iatber chosen; He.xnost know .Where -the injuries small peiceutageof' the vroric force.-' V/e occur.::Hey3nmtsj4x^.<le>xn^y]Nu vctocraar..''_lcricrnr'''fiai;-tl^3rnpqritriSxatieLMse.-nna^oni^:adE--Wll^ stances contributed to tbe-occurrences. He Tnjm4*q W^ ifrym, thai ^titk ^riwygrAij-1 .needs.to.have;aome ideas,as to How to.get fqmtekpiistaritVm:.Bse^the'mini feat:make it the mforination from the worker. . / up. are c^Qtintially- shiftiiig in aud out of it. Whom- ` rv -v Injuries aTe not evenly festrihuted arncng all "workers. \;We ,t^k about; 'Occident Pri>^?fe^Wels^4lays5feat'pfpneness^^^is arpippensiiy ;fir: sdmrthiiig.,that, approaches fee imwitable. I am; in feprough; agreement ; ;tJprfe-npw^vwb^yb^?:aM^.feislE4^ opt the mccesstvely ycident prone; man, oro fert gets two :to three' injuries of varknis types ^fe week. How abekt the;fdlow feat grts; hurt- oobe.a wedc; or ote .a^nsoofe 'or rap* a year? Tbe'last one:certainly b not a . 1963 National Safety Congress hazard. Thedifficulty hasbeenthdetermin-- . jobhaiardxirtb in? where to draw die line. This can be his'wotk ^hr'di answered, now. factor! ;PpefitP- be surethattbe Why . ofaStionodncal - By Why is meant why a certain man is know WherehK chosen for axmseling. Since,these men have a propensity: for injury, theyarereporting rajuries with a greaterfrequency to :tfae avenge. Tim logical starting poin^ then, is the average frequency. Tlds ja'easly de termined. For exam^. 1W rlpjuries may occur in a certamptatdsiringawek,and daring this same week there are SQjOOO man hours of labor, used. There have been two, injuries for every 1,000 hws of work. The working man will contribute 2,000 man hours a year <40 hrs.. x 50 wks.). Tins mytlrical averige worker, therefore, has four injuries per. year. The' aatident prone man, hisnottbcokcea he'sbwddtefce'j beforp;he^speix few-ytws'Tagd^' fouhd that tias castings off -'a-=ii hooks!were re: mal-bunis.pfj.di totichmg,thejnM belt Np;interwe tp-dtii.;':. What ' by exceeding die average, will have more : After the obvh than four injuries pes^yearand the more he the foreman wai exceeds this, the more acrident prone he is. tors are ppesept! The determination of die-individual's in sure that, we .-c jury rate is an easy procedure. The foreman wpricer^-deares needs a pocket notebook with a page for each meat's, namely < man. When he sends the man to the medi every day with I cal department with an injury, he notes on siWeFurthenm this page the date and a sentence or two re job day after da garding the circumstance! of the injury^ Ai ,assijp?ipent(8i these notes accmrtuteter'they ?wffl contain V l&reaiVbf yo Swealth of information r^ady.et hand. ^There- ^that the?foremu will be occasion to refer 16 this notebook'** vjob'factbtih?ttii die program develops. It is from this note going about it Ir book that the foreman will talk to the most. selects the men her ,'z/ow y Now as to Ho Wktrt There Is one w. The foreman must know where the injuries occur. As the entries accumulate, it win be noted that they tend to clusterabout certain groups of men doing a particular operation. I mention it onl foreman - takes man, in effect ca hnrt so often, thi A department in the plant is a group1of men performing related jobs. It is well to determine the injury.rates of.departmentsin the same way it was done for the plant as a^ whole. Suppose that in the plant men will be effective!: hand, he shows sincere interest s tike the injuries i can we get arot tioned above, one of the departments experi enced 16 of the'100 injuries and utilized 4,000 man hours. Thor rate is foar against the plant rate of two. There is a reason for this. Just as some men are.accident prone, lit of honest ff thing. The fore to be the teache is a job hazard, open for solution so too are same jobs. Where the wot As a matter of fact, whenever -too many pub 'him wi the injuries occur, it is due to one or both of - wti! likely make two reasons. There may be an unrecognized troeand then ad %% 72 r:uisrBc'ggi^j about jta`!'caa t^enfipbitiaods'ia reiaticn S?.wSdi&-rnthe^injiiries In ` i"crijSad`3b*$t:'titoMEact* ' fnr-fgiie^gi6wli^a;f~<A. $hi edg*f^ ih?takii^ 'hot sovinjj- hdtwith tbe.Tisfe'of artingfrequenilywith tfaere. .foesnia,;.daE::to; ihe men i as;;th<or;reached'across the wwMne^rf'toprt'aaend '>>.:-- :... jQ5jop.x!acP5^;Sic contacq, ^ flroar : Ktlnveescap^.hm1;I am m ;assqme. that-,the; hpniest .face' ianie^as-mimagtshe'aMEty: to' workall day is little interruption aspos>re, the man who Is on. the y knows therough (pots of l,w*]] myou know the diffii&tsiHs this informstkn Hjst after. Either there it s ^situation or the worker Is i the wrong, manner. iw llest get the' information, sy 1 am tore won't work, ly to disposed It: If the his-jage and berates the ningMmitapSd forgetthtg e channel of cdnancmcatldn y Mocked. -If, oh the other Mm the page and with i ays, in efifect^: "Joe, I don't hty mare than1you daHow md them?", he is using a attery, if-there is snch-a man is asking;the worker r for a moment If there this'will bring it. into the far is at fault the question dtifenriv^ of course. He allegations; that just aren't emonstratidn of-Ms method ofLiroridngiwi to jjaggettibcrstilLTetsuavlnSv ment'cf'iiyurii nature? ortliey ra^mfirryiK may;'c&Sy-S nSy|'fi5Bsi dcpartmcaor, frocnthepersa the man's capa As the^proi fazards arecot areptacedtsM remain iafew dcmoratraticg. these-will vcohs theplantpopui meniWbo-Caas Tbeaccountin] being' associate sonndsectioo 1 tfaemiittbei:gJ aacedostrtoa thecaseswMd and illnesi -to t Thedepartoa names with at of quettJonablt medical depart quaktttd with plaints of hca aliments. > Sits something bat ability to tool The inability i part of his & development is individual. Th that form my The develop previously we aroasethe iah Plants utilise finished prodn men, men are rive. Men are pfairy- Tbesuperrh cations of ps} general.groemt apply* AD of WKn these aa to stilLxe&m'.'hk-^ -S'fswpor^iJk*0J^9 iantf^ ..................,,. _,, .ope.o^iporsrof"jrtspopd^wilii ..... Aa; .. teSfejhlj :Wjthetori*hw&;aps& aidtocmity^.wi^ :sdFtotknid;recoj^^ the man's capabilities.; l. d;tUS.:.tW/^ ; Ai.the- smbaity.. ^>ese Itoe :the>. types.-d ;woies . hazards aretorrected Mi^J^^ areplace&tojthe^ remain i. ienr.:.idv^9ls t*n%rSeRjst>.iii; toat the mas wwbr^ bh:ithe^db\w^t him. Oaa:; tiwecwfeaSiteiS; rnmiingiimari3fle?.T,.dinft: demonstratingUgh jnjmyjfate. As *:BjJe Am ,in}l;>ctipriM;:aboat;t.;pttiJcatt.<:.of the popchtioo.:^^jot^.;e.tbe men. wito jfiaasei problems Mother..rapids. The accounting. <lqarta^v3byw:th^.t^ beife;.asSc<jatcdAW&te^^ :ln:ci>sea-tihere toe:rtoordi:indicatetoat\ toe . inan iirdoing :weQ:-: and--reoetat^e.;haa slipped andthenehas.beennonew'jcifassigns ment hs.toe pidnnv it sbocMatoikOn arana* pkido mi, toe:part. of; the-.rapeririaor;;toat. jonod tecdoc has badrepeated,contacts,with: .-A'ifdwdetfia them.iatJtogrieuiefr tbemsar-. paeit}OT;.by:r>tonce^ idterrtfd fbwnKb ante to^airttoenfis ianjBced^tiat .Aet^:1*^ the: cases.whkh erase the .fcebefih^te htfatj the-mancaa: ftoleito-tolfc about;i^Jwjpri4 and iQness toeweed^tbe prealuma toUcctcd get reQd.-ltt; is :m hocena^r. ikev^'iair-. tx* Invert -gii|xprtftf .astociatea thfir names wito >batedsa;trid& to often i* suggestions.; ^w.maoy-tim. nve^yoo and of questionable validity. : ^ re infte - I fond theatawerto ajve&gi problem,by medical department hu become tootreU ec- ta&totg .U pot with .a friend even tht|h,M: qualated ^A thea fiod. their rQn^ waa fa no position to.tote spy asriirinca?.- plaints of. headache, muses, and:associated ailmenfe . Sitotfai ofrtmv.typ*>--indicate something basically: wrong with the toa'a ability to conform with accepted standards. The inability stay be an apparently integral part of Us makeup-or it say be a new development in a previously well-performing individual. These are toe trueproblem cases toat form toy subject :; The tog-tampcohlcm cases tvidencethls type cfbehtotealmostfromthatim* of Uring/l say almost duos they usually con form fairly well to the accepted' standards during- tbe probationary period Onto the . msgfcal doak ol tenkjrity is scquired, they feel free to act just;shout ss they Irish, TUs disposition rosy stem from childhood; training, school experience, or fanrily atti- The devetopn^ rf. toU syixiroca in a; tude. A great deal baa been written about: previously welladjuited worker should bow these things arise and become ingrained arwise.toe interested tontom of supervirida. m toe person. KeganSess of how itCame. Plants ntDlze nadiines and inen to make a about, we in industry are faced with toe: finished product Of the two, machmes or end remit, in a worker who is not; even: men, men are toe most cotnple* andexpeo- muring 'toe avenge standard of perform* sve. Men are also the most totocalt to re- ance, let alone a superior ooe. These sre the workers who spend the day Tbe snpmisor cannot know all the ramifi cations of psychology, but there are acme general.ground rules,which he.can:piotabiy apply. M of ns have certain basic needs. When these are reasonably well satisfied we antidpalingthe partying expected that night: and return to work toe next day carrying wito them an akoboSc; hangover cocked-, wito exhaustion. It b mQy a wonder;toey: don't get injured more severriythanthey do. n  1 ;i; . i --. -i S'.- -:.- J f 1963 NatkmdStfrtj^Ccngrtss . These, are-fhe-worieers who-take a chfld- the man betas'to Sice &&ht in'^S! startie/reftex/Of: others who -are tbe'hutt'of ttear practicaljolces. i respond wdlrwbe Theyseem aboatthe mental age of the four- do thus aid jo. year-old girl who suddenly dappedher hands if we m gdyen a over the eyes of her mother Who was driving oftbeperiod .the the family, car and^aid, "Guess who, Ifitdio't;dmi Mnmrqy?* - He's lost face riot . Jnrthisgronpalso istbehrashloiow-it-alL Webad one a few years ago who started to repaST-a fork track with Jbeforic ekvsrtedT As he loosened a bolt the forkdropped-He the. men.v^y.dbeceeds-in.<pt^^$t who see- dmr&m correct, thenmdyes promptlydid a ccmKnaficD bafle; split and full forward bend at -the time. After h Summary- . was over, his ddef reaction, befieve' it or riot;was pride in Ins flexibility. With fins type. of. iadmdual, it seems to me dot the foreman must assume the role of a just and'. stable patent who says tins sort of thing nmstcease now. The fa?* that the problem <fid not occur until after proba tion is .a tip off that it can be controlled. Hie foreman cs eliminating injure effective there-is: madon; he most 1 whore his operati with' the plant as of it are prodnetfy abletorecogmze The mdrridsals who comprise -this group eradng 'and comer are immature because something somewhere needs to khbtjfrwh interfered with their development It is likely that they never had; the good fortune to of his men are grow up in a family where rewards and better subject 'mas punishments were determined by their ac than injuries Jbe i tions and behavior. Since it was not done form die subject o at home, the next pfetce to try is the plait of information. In Supervision says, in effect, riiow me yoa performer, there r can handle responsibility and TO see that the root of ijf or you stay on the Job, but if you don't show defect rdadng to improvement in die next man*, there wifi training. -He may bra transfer to a lower paying Job" or a of a stable and: layoff if one isn't available. He isn't telling. attempt to correct: - \ X 74 ffljjwjws&va teBmghhn if-fie: doeroVNope-Ofns . hrwehr#Stpjdt^ Ye:^;-r^-nn^5bier ? f 'V r>: \i* :- - . ' ( doan"effective job ImfnK' ve.He seeds; to; know ioo; ;stands?in` 'eompayuoa a whofe and'whk&parts eofinjunevHe must be job hazards thatareop- * at He at cohstitates the avenge .yiahuplartjaid /whkh acceding ftf-.^nietrls ,'ntf. HeT; for a 'safety; contact xi^ lm' lad.^Ihaie ^imist a productive interdtamge the casedfachrbmcmal- oay'be a wpny Oat Is id. it may be a pernoaiity : ' previous or'; nonexistent have to assume' therole just foster parent in an the situation. ' '. S V-5 3J v. ' Be 'it-;Iaige tieveruriferestii saf^^pregrjjuii safety program mixe the injiiii removeaad/br Fedaoe :the ! irai dtiniatdyrtdm Bef<e:betlin am proud to: Senior Vice. Pi a past president an acthafsqpjx Connril, a; tl gTam3inl964. rt^y/respoijsl thjg ~ botd rrintTiwdngvSoco denty their sei workxnirfs qoc Furthermore, i safetyimbtted or less solely t of a beginning in 1954 tothp c muhdve acade These figures a Standard meth* ing work ipjjnr . At the incep in 1954.we wei rumblings of ui ihg worinhetfs Work mah-hotti pored i&e to th ployee aeddeqt and employee c ebb. Therefor* steps were thin patterned after New York Ci program, this I fuDy! operated . counseled with and received ca gestions. We r safety program .'<1 ''.<'! r l<;. Jt inownoi 4V ^ ^->< ^ **L*-i. -i* . _f -.: -.* > j- o tvqwov a Vfck^o vt'JSx.?r* isHr$}*>*. - ojx/ -db*4vr-45-)i^- -4<^irt-|Q---->--w---- r^*?dj-*"''< AAj*ct&jii ) BrjunaeMtoDiKn^^'^(QKnNSOSED BT-MCIICMfiHfilMte ^ *' +Ubi*v *&*! t..-<*-*i ! : H'JWML l9g&J>' y**m*jak <* * tf*el a * n* ;$*,V. <,">!-, ... XS*&1* *^CfMHMCU KMAWC4 LA0CKM0C7. TOO n7-` TjW :i* V-- : 4 v' , Vsi ^!4m'iiM^'tkk l07M kkr iboat BH.^nHHQHBV1mQ !anBBrn|pn nv 'UBIBulH ' t&&iy'&3i3 MPivnc n dMe*k$k,.deJry* iflj ** Vt k kf to M MAC nkiei - ' mt'floeni^^'kbod^iuwwn - *.,. ^BCOC^p^B^^b ''QaLBIBa t kd rat; vrvwbc oc - ppnwim <*- mom m Bflmoer.ol'fftmniof- Ac tbit tUiftl ihi. o*ovks TuUflIM-- v- pocr ni-t---M-----p----o1cs oc -oaA_ic, fvttCdL hUr HoAb- Sttrioi. 0 taped tt toftodr1 Sorietmethodeneed fa kfatrhl f*SS iijnm joc wffji FQ^wntgay^ c^uriiwi tit ff rrnJiilhltf k Wiw tiw^iww jmut to,Mfitml c Jf s--v*cn; ^v1 <- x-Jp*TLo` ^iyi.fyitt-iw- * -tiayV and upon. Ac. condqofoq.';< --ccocqSolr the mufafam. t''" * ?'"'*. , ''*;'*** -*''- It l*.notci^^^ Ac rooks fa Adr bfatikl wxi l tfak Act-,Ab .cxptrkqoe critt cmblc me. to ghre g** bettor flicdwke of oomt of Ac eob- MDcfael >vkh Ac ml AnAqU faiteod MAC mfaa M * me bold LUt ;Mtte b- iov,, fa their ArtcttooA, jfocoeicnv; Bnrft TifarA^.^t^*^-' > uwtVM -- --t , MATjpodAffi^of fa^ffaefa'Tbb .ttA9 ofedod far Ac Sorito i *-< hope- Act,Ac,twnd<,Hr^ongrioar.iWcrtO Ic Ac A*t piece, *rh*t ore Aeec fpna Ae cxtcfa-.Act^Ac^ApSIHjtabArt^^W refetred to u Actobofa"tkstk twee. ,bA^,.tobofaA>c:jce^M^y ucdg^ioF Odd/bfAC iwlM? : Ia. gcntroi, 4 so igifa.kfa md 'ttofapad npeemteem tafa - irfttcso.-3coatoadssato'-fa' ACijemfk^* Mfa,.of*.mvkmm :ecpool3 tceatr^.d^ cfade. sot ooiy;faydej^oocptbie eoHUjCtof. mfahted boob bat owar tt kdA mpal esface. end^oAcTj;jnloc>po/foa,^pertfauk;to` Ae.ls^SBccst r^ ' 4 Bsc&'-te'Ae>W'^^i^^-^. tTSi*ty^^**&** T lAocstocr^ IrtA/oAfck^AoncCowcfatolffM fafrfoltt period sf Aoa.Tbcj ilifcltobr 4o ~ c^trtfaActfofAric^^ sot wprcctut c Poe.-BacAtseea^ecfa pad. te*|iefrAAc''ioo*e&ft^steSidf`'ofaC^;; bcw4^<'M^ftr*t>aoo ^T 7~y*T Tbit-iwxk caaAaaldkAAicAkAiricofai^' :! flM/IMBBl HM patOOI.QMWC>lMtr CM pCSpClUCe Ot'.WCWt nMUCnOiCWfCICfjWwBqr' tnlf^dwtmlMACnkxi tokfa <&Sov^faid,ltfa^^xo9^1.ao^^c^^ Ma^ lida[iBQt ;Tbb k a -dUEereoce in s,;fa^kt figore^Ae> -wfakfa I bdkd- to bi. ink yt , f*^ tbe Otottobr.- iv,,'.,./,0;-. '- - .-,.->i . hn, PWpeHir v-Tbe ArnhoM lteUt niatt at pdbfiabedfar ,4<!%r->.-~- - >' fi&Jw IfarCnfanw A Aninwntil ItfatrM -/I AAAtyik! tkcieytAfit `" . ' . :' ' - ' & J9dJ NiHcmil Smftty Ccmgrut nCOmWoi o( i.nbdiMn i|iin nd a - weighted average ngurft. `Ib^fafedtiuh ---------w* . n tfaf tfflKfftfryiiofl Ulok Vlddi ;______ "** of chrcoJc effect ^.wiM^-<J<wwl M t estotafrlkygfcnie'-., " un ni fairly easy to octcnofac frtsajthe# MTMTrOimBifOm*w. -|# -t -*.11-------- -. -------i. - P--Q----9-- iMH0t^-| ^ ^< ' results of animal experiments and. obaenra- values, sbauld.be ^>dbrt|ai;.(l) ah.> fVyis on human subjects but the time* ___ ____ _____ __ __ _ wcightoTavcrttc; figure /WM? mofeMflj&gg> . became & reality, H was ao" cxpwsloQof opinion as to hr mudribetow tfcc<(nx mum the ave*ae should be. OfACtSnm) which ifa1 yV^ c^an wdvem dfcct; This opinion must be .based oa amreral -and ^})VtbnwwliM 'average'.'.' (TLV) factors. First, sock an average concentration, valoeswbicb shookl not U.tnwdtd for a ^should be'one which ln`;all probability wffl seirtn ti'dtWlioh^tiify.^^^ (v.v>Vfa^uT tly <y dpjfe^ ^W cffort. om jg .MU*. jfc" *U p 'tSSStZ^!!SS^S^ appropriate narjgn of mfety and this staid 2Ttook^SS^^^etdU:la< be. based on the wnseouenoes of over- b simple.ImnaaN^r^teliKactfam exposure. A material which causes, tyorjr to . the central nervous system, the <jpd^ bone marrow, gooad^ or otbervital organs shook! be aocortto! a wider marfin than one wt--^-i---An---^-k--V-n--So--w-T--wi-w--h---*aS--"t-"-Zt-ro--w-T-pi;`*&W&---J)*\-'-X----'--$-----6----70-t-h---m-l-/-r--.-i->--}r .1 koowtbk'U aVidejarti&:IIrW.fOttr rfj which causes slighttoerbriation or reversible ---------------- functional ' changes In the centra!'nervous wcl * tojHL ftUt^UoR8l6oivJbi4if ^Mt system or other organs: . It should* be noted tliattbereere'e Ido number of values In . the table of threshold limit values * which are, based, not upon toxicity, but upon objectionable odor or simple reversible eye or upper respiratory. Irritation. To me/ a value based upon such consequences of overexposure must be used hi a manner quite different than ooe which is based on frank toxk injury. I have/no objection to establishing permissible levels In the workroom on the.basis of objection able odor or irritation, but I do believe that when such is done, it thordfohe so desig nated. w-; Ifeei, from practical experience, that there are times when a little unpleasantness can be tolerated, and even permitted, if it is known that no hazard to health is involved in such exposure. True hazard 'to health cannot be compromised or negotiated, whereas discomfort is, in my opinion, a negotiable item. Furthermore, it shotd^be remembered that hygienic standards are being used by design engineers and safety engineers in designing plants. The degree to; which the engineer must make certain that normal operation can be carried on within generally, recog nized hygienic standards will depend upon hygiene atandrdsone %nkis,Jabbfifoclti>e; <* sake of sfasgfitikjfctrt&t* -j&tix'j* :ii 1 ny ihelWndK tdiler!itecfir,td6 complicated. >The-ordhmrr^pcrsow doing ['A'y",i safety work looks at ;sads Ifigsiner'as taw. He cannot be expected W-haow the-baria upon wmen incjr .im^wivw inotxoif he cannot be expected to make judgments, H't nor should he.., U-.iJ ^ >\ Even some of us *ho sn practicing to* dustrialtoxkologyrund.hygiene,veiiy>day cannot keep upon all tboWaes Or'the Yta- fbns for them. They need to much' Wterpto- tation that-optaion* formed-ood^reeis may be changed next Wedc^whennm Information becornesavxifable.' This is the' arowed1 re^ sponsibility of the toddstrial'`toxicologist and industrial hygienist.'' ' : 4' ,-5? There are those' Who say to make multiple entry tables: ate hot avail able and hence there would be V jirtptoderan& ot empty .spaces; ;TbafJshnpJy 't&skm that there fa more'work to be ddcsc' It fa no reason why. the information available should- not be given. ^Furthermore; -T'isee no reason for not-tnaldngvoducated.fuesoet; calling -them: justjthat^and. thfen revfac.the 34 ./udusfrjsf Smbf*ti Stsdmt 1 -the ikonfitogkal arrkr:fcerch ttieae peaks ,si<r occur. The ruseaai i ,froct two.orthree mc tM^Catfsttnctl of GovtfcMNufcl?fy* 1 vpuaki occurring whifciu Aon Hum bant* POM tS01KtQOMf >wlQ VBQrtBBWDM , expected to- be asach-moru seriousjthan ofthrskKddBmitvsjie*. ` V If thcae peaks 'occur st -widelyJscpeh*d *VU# - DMK VMa' ^WCuOMp^lAIWaJ w WilwWI' *p --y- lossnrsls. ! (ieoe work, bowcwy that Madt cr mad* I think it is most important to q^hasite ard . k hot a'saierad *b^ bat k a (aide - tbeimpoctaace.af inspkg procedures. Spot to'|Dodi.4(icntikf cmdhfam vay pfbctio* sampling is -. poor' way - to asacas total bty fadustrkl hygienkt Vi thct the coo- exposure; H k -too easy to inkt "peak" cetttfttfcxr -.of: . cootagfantt exposures, -and In`- the hands -of tbrm< ftnetuatrs a i prow cycles. as leaks do* trafawd luxstigator, itmaybetoo eusy-to vdof^' 'as misopcs atlon ocatn^ thus living sample .only - obvious i"paakT`.`exposures. rise to `peak* coacentradoos. If these Samples takea over-si loOg'period may be "peaks" go above the accepted iwmIbw, adequate foresthnariug; total exposure.-but it k important to know bow high they go and they only give' the average - concentration how. frequently they can be expected to over the samp&ugperiod feadLthk may be occur. inadequate. Only when ceHmplipt cow- - Ones Jaformatioa k available, k. b the job of the .toxicologist sad/oc the hy- gknkt to evaluate the -stgaificaaos .to the overall couditions and met accordingly. Thk k by no<4neaae a sbapkaa^gmranL- If la demons * sampling procedures which . record the concentration at suoceaaive sboctin- torvals of thne over a prolonged period of time, can one get a true picture, of .the actual exposure., < '4!s; quite poaaftlc foc a;.cluck "peak- *- Now-perhepe l should aay a fewlarords jpatnre toroccur daring a. shift aod kat for about what war saw fat the Soviet -Union. >wt a few aod^.yct proidc atotal As maqy of you know, .the maximantallow-. tolrnalty.of.cxpoeurt -in.excess of.what can abte-oanceserMkxMtothaU-SSJL'dua^al* be. tolaptedxiqr'>the entire shift. If this aaoet all^coasidcnblyi below qurs and-lower sort ,of situation cocao* very Mrequeagy,, tfaiO -jtyft*1** f'l*^*^** ' It-Wat Mtk-too.id^.k if k ^fw rkohr^/tkn It,uiay pctsent a cootion . which how correcting. : lf.fpraks? are superimposed span .an exposure v level wtuch- Is -already crovd!<e the safe lord* then they become very significant and may be expected to have aa adverte effect If they are superimposed upon a base level which Is well below the accepted limit, then they may have little significance. It is nbt -uncommon among industrial hy gienists to average or to time-weight the values they obtain in a plant survey and to draw conclusions as to the safety of such conditions from the resultant figure. This is not a valid procedure. - The 'reason kthat* the^ -attadrk gri^t deal of algwl*rMWWWtV^ajp rMtip ivktlW lUOCliOBtk1 OOfilflnkll, Of piuiO>OflCll WK CM* DC OCTCCrai CI CXpOPCa ininM w *w* man bdnga.'By thk l mean that if they can Detect toy vomft ukj cohuoct nos - vo 'dc a: detrimental effect even if -:thc change b readily reversible or if acclimation readily occurs. J We saw electroencephalogram* taken from animals which showed changes for a few days after the start 01 a repeated exposure and then the chart* were entirely normal even though exposure continued. Even such changes were considered adverse and the limits promulgated were below those caus Time-weighting assumes that ccocentra- ing such effects. I have considerable diffi tioc-tiroe (CT) value* are constant and culty justifying such low levels on the basis ' this is true only if the slope of the re of such observations. sponse curve is one; it assumes that CT= .K for all ranges of concentration and this. |is not true because of variations and/or differences in factors such as rates of ab sorption and elimination and the native of effects produced. In another Instance, we saw curves rep resenting the effect upon certain conditioned reflexes which indicated quite conclusively that prolonged daily* exposure caused a progressive change which could only be con sidered adverse. This was at a stated con It. also does not take into consideration centration below that considered to be witli- 35 . 1963 Naiiomal S*f*ty Cewgrw m. oat effect la the U.S-A. li this `change avdd the use. was ictmlljr coated by the stated`cooocn- whkh mightvctiXsl i tratioa, that they are .right and are art widely the excellent practices:-whfch llmt- wrong. The ooly question in toy mind in are actually ju rist, ajgnsly W sunwlss iiV<Of this cate it whether their analytical method In spite of their Wfowoti'ttjstiMi I fdT It reliable and this I. have no way ol know petven^ aa exposure LlnJaserfootthtsal ing. cals,;, they eeem.to-pny*fittJq4a*teottaaTlq> There is no doubt that the criteria they; safcty. iThe.'stepsi io tWiriiktoriu^sn. are rising to measure neurological change, are broken, there '.eroikw.ttwerlwad-vipea^padr more sensitive than those which have been beams,../there -is .unguarded: faaMfcariae routinely employed in this country In in equipment,.thcrearejew.harriers atdfehpb dustrial toxicology, On the'other hand, I and rardy -<fid j.setaafsty ihuq o>.jqn Mtzw very little analytical equipment which protection; -This; rfj~ rmt |a^W<oI attention- was comparable to oars. They, are doing to soch tncchanicalhasards kaindeedherd little, if any, continooua analysis of their to rationalise..., <, 1 industrial environment! or of their.experi mental jntniirifln chambers. They are .-using spot sampling but even here, I was not im pressed by the reliability of their sampling or methods of analysis. In dosbig I should`fik*to retain to my subject--Che significance end'/epptidktkxr'Of- industrial hygiene standards. ^ .;`*~v The valnei, regardless of-What 'they-are called, are not fins ^demarcatioin > bttwoaa I also have the impression that in many safe end unsafe . expotttfen<*tbey< **"*wt- instances where they believe they have ob be ^ the 'torfrlty - mt served adverse effects in human beings* as material with another/ they are not toaddty a result of exposure at levels similar, to ratings''nor arethey haaerd'.ratings, aid our standards, they really dbn't know wb^^ they shook! not be made apiait of lawu where the exposure- has- been--because of inade interpretatkxr is not jouftbUP**'* .r^'*. ' quate sampling arid analytical - procedures. X uCj ETC DfUrU VllUC&^ r^piUm ; h Insofar as'industrial hygiene practice in over simplification of ail aitdnptt6iatapc3f industry..Is concerned, I can only say that a very complex coliectkxi of information.`To those plants which we were permitted to' use them property, one* nteut'kh^'iaot'.ady see were dean Insofar as environmental the facts upon Wdddrtfcy arw'baoed.hat exposure is concerned. They have used also the details of thetbodioour tinder various methods of achieving these goals. which they are to be used. The lnwrirtedWe . We saw plants in which mery pump Was which ooabics one to do thil/comaiOQiy ventilsted--and ventilated well They have from years of training and' experience fat employed methods of fabricating which the field of industrial ^ygkne. -i v; > 2 :A ' <4 r.</ 1 -I i T c. f 4 s 36  ; N-; i ;' 5 -A. i:r EXHIBITpRS-**TI963 Vll!TM IIniudluusitMriaitl mgasi imnauslkus Mandd taecMceUssoorriiecsL. a - _ w Adolf and Cotnpdhj^ I^r^M-ZndfitelsiiJ ^lS W.^Avem'A IndustHal clothing. (*(!- % 1 -* A ______ _____ VlO AidvaheeCUovtMff. <^'96lW. lifa^A^'bttroltfc ;-w hA '-" Industrial 'work gloves and dothfag. " . 1 ?'-i 1 -' 1* t*f. ,/U .i.*'" ! Aetna Ufa Affiliated.Companies, 1S1 Fannlngtoa Ave^ Hanford IS* Coon. Safety filmi and safety paittphlets. `J ` ' ^ < - * 'V-7 4 * ***- *'I -. :: At ;' Air 8pace Devices, Inc* S42S Vineland Are* N. Hollywood, Calif. . A .safety device for j>rotectlon from falling when climbing/J - ;r' ' * ' * ' V'?T*' /o / v Akron Braes Co* 1450 8pruea, 8t* Rooster, .OMo ,v . v Fire fighting equipment ahd accessories." * . ' , "r; 1 . i* . ** * J < \*, Alan Wood Steel Co* Conshohocken Road, ConShohochsn, . Abrasive rolled steel .floor plat . 1 * '>l 1 1 `4 * l ic'ii'fA.-jl /J '> t? >t; ; !('-: ott / .i,t ,\y American Allsafe Co* life, 1245 Niagara 8t* Buffalo, N.,Y. 14213 ' Drybrtfw sweatbands, nylon'fail fi^a^aaid'tdi^Firod^ ?V ,. ^ American Bfltrite Rubber, 22 Willow 8t* CbdpeaSO, Mesa....................... . ,, A compleUJi^e of safety soles */, American Chain and Cable Co* Inc* 029 Connecticut,Ave* JJridgepott2,Conn. Sling chains rahdv sling chain ksdnblies, wlre K^ ,sl&gi',,and-'i*Min^ey<wr-dwn wire rope slings. j j. - American Industrial Safety Equipment fcol, 3500 Lakeside1 AWi,'Cl4v!a^i^r^ Welding and cutting'goggles, specta&es, welders* lenkit, hard hats. Visitors* spec; . tacles, and goggle dips. ^ t,o^v,T American Jet Spray Industries, 2240 Harlan 8t* Denver, Colo. 80214 ' Sign making equipmait.; , ^hY AmericanLaFrance, 100E.: - Five apparatus and fire fighting,equipment,^ A S American. Optical Coi, 14 Mechanic 8t*--------, -----J-f-!-V-.-U--W-----'--4-.-?Sf?V: it'. r.. *, .!. Head, eye, respiratory,' protect}ve dcvices; safety dothin j;jafety specialty products; American Safe^r Eqtflpmiait Co^ 261 Madisoh Ave* itewH 'xk 16 /''' *;r!/ ''' *'*^. Automobile'scat bdts:"'. Professional society. S .. ;-0 %& iW-vc.-ni z&.riJiWS. *yf-fci-tToH _____ ____J, Wabash Ave*1 Chicago 2 ? i^TsoeP ;.^?--CH sibdufli Jt*}?.. American Viscose Dir* FMC Corp* 1617 Fennsjlvaiila Rh d* FMledelphla a Ra^oh''eofd^stnippitti.^''' 'v;'y *a-.v;-y;?Y : ` ..oid^jF? -.tawaji; ____ ______ r^7flt8i3aitl_8t4_. lD.h. riislkce l . ........., ..K/ir.f ^ .... Hand tools of spark-resistant alloys'for use in;explosive or flamoub)eroMditi6ns. : 41 .. V. ; ' . r* . \ . 1963 .. National SafetyC' o ngress ' * *. .* ' `< .. Antrex Cqrp. 1, 2001 W. Willow St, Chicago* ty 53 Af;T3 "\a-` Safety TsllcerMeaiage Repeater, portable public address i ystdni. c Apex Safety Products, Washington and Elm 8taL 6farelahd[r -iV :i (tyf*C'f *V**> TK--. A ' ^Safety hatitand caps. >**. j it . ci,' ItVi;*!}'! tl-: ' Sheffield, Dir. Annco Steel Corp^ 7100Roberta, Kansas City Ma,04135`.*VijlUU'A Wrc rope and .lings. v.* ^ - Atlaa Safety Equipment Co, Inc. 174-179 N. 10th 8t* Bro^ mJVN.;Yj(,.. ` Industrial aafety belts, harnesses and straps. Ladder dl hbeir'^aafety, deYice. ` Sry - Genie defeat control. - / ' T*A ^ -T.lT,,-- Avon Plutict Cocp. 44 CherT, VtHr_Soad Wot Htiniob V.' _y.^. ' Table-top layout of visual aid for traffic safety education In the `schoojclassrooto. Avon Sole Co, Avon. Mass. " zX*\ Soles of various compounds and designs for use on safetg snoes ana.wbrl B ft K Instruments Inc, 3044 W. 106th 8t* Clsvsland ll ` Portable audiometer calibrators. V, (tifY 'A*'- n-<.vA > <-!$.* y.1. V *i / *0 x W. M. Bashlin Co., 119 W. Pins 8t* Gratis City.Pemt \J i I'vi.A Linemen's and Industrial safety belts, slings, high voltage r ibberglbVes, sleeves/' Bausch ft Lomb Inc, 634 8t Paul 8t* Rochester 2, Nci. Y. Vision and audio testing equipment 1 Beam's Mfg. Co^ 1327 N. Robinson, Oklaiboma City .I4** .k..V ` xi . ..*t jl;/-. .-V'.'I A: `t,- 'xpi \? i it}: A ' t Automobile seat behs and shoulder strlaps. Best's 8al^ Publications, A, M. BestCo,, &c* 75 Fulton 8U ^sw'Yorlt.'SS^';" Safety publications.* '` . 1 Bethlehem 8teel Co* 701 E. Third 8L, Bethlehem, Pa. .. . Wire rope, sling and boom pendants, beam guard rail,[, and anchhooir safety nets. ``tj'x .r.y.x, V. Btblcoff Tool Co* Box 1204, Ann Arbo r, Mich. > . .t*{* i. * Safety band cutter. F- -i? - q, 4. H. L. Bouton Co* Inc* 320 Main St* ,8t Bussards Bay, Mate industrial eye protection, goggles, ^nd spectacles. . V * I;?l' i,, * Breath-O-Llfe Oxygen, ^19 High Ave* Cl tvtiand 44114 ' 'Eme*rg6ncy oxygen administration set ts l :?.* , 1\ * T..*jV \,v/;%-; tfI,* .x *' r i~ yvt` i*.v*?!'!. Lester L. Brassard Co* 440* N. IGchigan i ive* Chicago 11 V. Safety mirrors for industrial use Liquid hand cleaner.: ' r - .* :> . l t - '* Stewart R. Browne Mfg. Co* 248 Broadwi y. New York . Portable exploslonproof inspection ligh ts. R. H. Buhrlce Co* 1403 W. Congress Pkw r* Chicago 7 i*~- yy- Occupational safety equipment-safety >clt, straps, strap a iseroblles, harnesaea, and alliedproducta. E. D. Bullard Co* 2680 Bridgeway, Sausal to, Calif. . Safety hats, caps, and acccfsories, indtu trial first aid ldtB,;aafety hoist books, vehicle ..alarms, air purifiers, and earplugs. 'A7 J :V :t ** - h** - -v ? * YWv ... List of. 'Bthibitpri " Cah Industrie*. 10245 Pacific Are, Franklin Park;Il .>,'e:'J<: <cM Self-extinguishing waste receptacle. \; . :;V(.v<cr : J tvvJ V 4 J-ii-'-v** 7?V'Jv/v..\ .* Caqrad Precision Industrie*, Inc, 2S34. W.Lake.8i,Chicagoji.V ffci .><? :s?$?g ,. Phosphorescent tagcand fiuorescenttape for rehi It and:penpand irurVcrar^;r>;< * * ` *; ' Casco Products Corp, 512 Hancock Ave,Bridgepor^ 2, Cpan.^v-' Hand-portable pressurized dry chemical fire extin ^ulshers.,...,^.: - A $ .#' A. B. Chance Co, 210 N. Allen St, Centralla, Mo; i (5240 Hot line maintenance and line construction; tools. Hot Uaetools.".. . rYv^ . f*v; Charleston Rubber Co, 16 Stark Industrial Park; Ch trieston; 8.C. Rubber, plastics, and rubber coated gloves,.aproni and sleeves. *' The Chemical Corp,,54 Waltham Are, Springfield:9, Protective .creams, sldn conditioners, and. hand cleaners. . ;i-r " vr ''JU'ljf't-t Chicago Eye 8Mcld Co, 2727 W. Roeooe St, Chicago II. Head, eye and respiratory protection equipment Chrysler^Corp, S41 Massachusetts Ave, Detroit' Safety features in 1964 line -of automobiles:andtru :ks. \ V*. .O i f-. ' <K 1 " *'*-]'**'*?'? ` -f ` ` David Clark Co, Inc, 360'FrankUa St, Worcefter2, Muff-type ear 'protection. J` J n ,-vr.l 'wZ At1-& The Coca-ColaiCo, O. Drawer 1754, Atlanta 1 `^.Coca-Cola served through the! courtesy and corporation-of (he CbohGoU'Bottling Company of Chicago. Columbus' McKinnon Chain Dfv, Columbus McKlim m Corp, (Tonawanda; N. ;Y;**>*:> Sling chains, hooks, and coupling links.^ . 4.*. jrj-tnf .<>!>' Cramer PoetureChalr Co, Inc, 525 AdamaSt* . Aluminum safety ladders and safety stools.':' ' 'r v- Custom Materials Inc, 279 B01erica Road,'Chelmefor41 V* ^M&ir;'z:^i Statlc-frro and permanently conductive polyolefii!.; ,, ' :.Vi, ` Daria Emergency,Equipment Co,'Inc, 55 HaHeckr8t Newarlr;4, N J.>a4 First aid lots,.gas masks andbreathing,equipfitef* ;;combwtibleand.toxicgastahalyzers, and protective lmta. '. - * . _.. ^: 1 i '>; Demp-Nock Co, 21453 IfoundRoad, Warren; Mkh. Pressure sensitive plastic film lettering Irit Watchmen's'docks. . ` R.E.Dleto(^225Wllkin^ ............ . Lanterns, torches, flashers, barricades, and safety ejpiipmentt: les^goggleiiface shields, helnmt^hatsirandlre^ihimjSe.^;^ < IWU National Safely Congress / *i [ . j` ' Dow Corning Corp, Box 7055, Greensboro,!N. C. 24707 A Sight Savers, lent cleaning stations. . _s\ -.I'i'?' '{ci'.y! ..`.iu.-ubnl '*i D !;'*<. V '-'the..; pymo Industries, Inc, Box 1050, Berkeley !, Calif. <' **-'i <> Labeling derice for nie in office or shopl .r\ -.iS > Eagle Mfg. Co, 24th and Charles 8te, We! bmg,W.Va.>j Safety cans, cigarette-cigar butt cans/dr rin cans, drip ribs; brass \ 5 *' < *' Edmoot, Inc, 1205 Walnut 8t, Coshocton, Ohio j 'VM-J '-bo$;<>!*?. OXt'O. Coated ^nd impregnated work gtoves. r Electro-Beam Corp, Box 375,8t Jo4eph, liodh. ^ AVW'p A Warning lights, barricades, and accessories. Electronic Specialties Co, Island Are, Bataria, ULJ Warning lights, barricades, and accessoiies. |->:M Ii :*:H... * nU'* TF*-5* V' '}-'t yf- : : : ,*?idd/f - ; V Elkhart Brass Mfg. <jo, IvtSQ2 W. Star UleyA^EOfiastj k1*jt.k) .ri5iiTj-jr!0 viX- * . Nozzles and other fire department sttpp! es and fife fightingid<jpipthrti^/5:', ,''n^ / * V.f-t' .J. H. Emerson Co, 22 Cottage Park Ave,< Jtmbridijrtt, )kiubio2*>UU) Resuscitation equipment '' " AVvfrvy*** '"**(* >/l .. < Erdeo Engineering Corp, 136 Official Rori .AdOkoiu tlt '' ^ InJi-i IJ'C ..'(iijp Gas vapor alarm systems. ;t *ri John ^naf 8ons,Inc, 500 N.TMrteehth I it, PWlads^ttt Pil19123....'v.O Collapsible, portable, traffic cone. ' `w bi,ve:G 4,.?.../.O';iop-c5o0 *tT Paloon Alarm Co, Inc, 20 Stern Are, Springfield, N. J, i: i. :V ; lAiO-CiXsX ' Fire alarms, aliens, horns, bells and other signaling derices. \. \ Federal Sign and Signal Corp, 15625 S. Western-Ate*BhJblaad^jnL(d040dr;ituj^*3 - Sirens, horns, bells, and .warning light* For visual and audt >la4lgnailag.d;.. ^rlp.V , -- FeodaQ Co, S2t2 DivereeyPky, Chicago' ? sit! .->r#T \iutt2 f.MtfSi IjpjfclD Spectacles, face shields, and cup-typeai deover goggles.'! r/vHw.{ su?fxtrlA .. * . . .. i jz-- -*~"* Ferno-Waahlngton, Inc, Othand PlhLdta, tQreenlUld; <yMo'^ .* ` Emergency patlebt handling equipment md accessorie* for the first aidrobm>sv 5- jjL,. `V:- Fibre-Metal Produces Co,5thandTOghmi fa'StsyChealeryPa V`-rs*y*n'd xwk.^1 Safety hats and dtps, face shields, sa 'ety. masks, weldir g helmets,' headrest' and ' combination goggles. ?v..-u . Fine Organics, Inc, 205. Main 8t, Lodi, N. J. '-'' Jtri;,r67 i ut-fV ./OVaoM-qnn<:i Solvents, carbon removers, emulsion cie inert, polishers, aifil^disinfectantSi^M^Vl Ford Dirislon-Ford Motor Co, B^c fiSI, Dearboni. Mkh.^ , q- O Ford passenger car with safety features. :* im-hd *: ii . '-'* fc>- FrmnUin McUl Products^llS-215 N. Des XfUiaea, CMd^ 6tf l!^^ ,-<-<5 vnia M\it Waste cans and drum covert. * . . ' "... '^ Frommeh Industries, Inc, 465 t, D ftrnque^ Iow4 ifisd Wrap-around portable safety weldinngg'ss!!iiii^^yy;p6rtab)erwek togJlwten;^^?^ 44 ' . ;? -'V.'S'i ' WBi yr-XJW'i FyrepelProdncts, Ihe*'WHfism* Stj Newark,:O&MIU High hest protective clothing and equipment for industry,^ Spsce^inflftary, 'a< fire . fighting agencies. . ... , ... .,r.:L , *> ' v ,rv The Fyr-Pyter Co, 221 Crane St; Dayton l.Ohio t--n Mrti I .. Fire extinguisher, automatic sprinkler, systems, electronic,alarm systems. ,, . . . V f. ,.5i-.;..</! i rf.' v.->0.1 ?ilAgg?H . General Fire &Hngniahrr Corp^ 4444*W, Irvini ParfcR<^CI**ko'4i^'-'n'' Centex Corp* Carbondale, Pa. Safety helmets, life vests, sound reducers, i >i."i v. .~x-.it/: ! x.-rJirS *vT-\`fr / i <25 iilsiStS . Glendale Optical Co^ Inc, 600 W. Merrick Rd^VaBey 8 rtam,N. X* . -./> . . . Eye d face protective equipment. ' The Globe Co* 4000 So. Princeton Ave* Chicago 9 . Safety grating, cable tray,'channel and fittings,1 slotted angles. \.' Globe 8afctyProdocts, 125 8tmriae.Places Daytoh $,OHa .. . f .' . , ~T ..,*1 M -. * * . , *;? -',/.* -:i;** f i; *r*.fi'rr'V?:.f Gojer Inc* Box,Ml, Akronfi> Ohio............. .. /, ' .. . Y. ... ^ Protectiveiilefcfebht, kWh deader; anti-adae and gaikit 'cd6t^odlMtJ,/t/i r . Golden State 81gns, 1260 8an FernandoBd*CcelApgalsti$. aa, ` ^ Safety aigw/danger and-cautionSgs, badgr*.TM`.l< . ul B. F. Goodridvlndastrial Prodoeta Cd; MHk&okAvi 4 Watstto#M'7j;:lf'iisk^ . # Industrial rubber Safety footwear, . a-n.drpsjrZot'euctThrey.dtio^tl ctiny*.usH r.n..i.^. , ^ 'r Jcnoticnwftl Tbe Granet Corp^ 25 Lorin* Driv; Frafaiinfhtov Masa. 1 ` v 1 Coated'fabric.work.glove. , , .* ,,;/ , .T ... . ' AeSeHalperinCoHlnCttOTborndUnSttBoirtoktlt Stretchers, first aid Wts, and accessories, - . * t ,** A^*l. Hanover Aeronantical SatfaMerinc Cora,' lOt-WMUogtt niitt, Knoter; ' Hawklns*HawUas Co, lot; 1255 Xastshore H>|Mny;B KWijfyOiii^^^ ' !?s > Haws DrinM^Faucet Cow4th nd Psf 8tx,'Bdrkae^;<JaH.'^tr'-,:''"':Jr'^ 'Hasard Controls, Xnc^- SlOO Hohnkn Xv^vlMeir,`H. J; C BUtP'*01': ^ . Wsmfag lights, barricades, signs, reflectors, cylinder damps, lockou^taddtf.ishotv cwri*' a*w "d b*rrt4r "WSs. ,t ,u&v..yr ,.fS Jiosft m bn,Wt Warren Heim Corp* 222 N. 8th Ave^ Mti Vsaftioni1N. Yi1 .. c"w" 1 ic vanlj ,.flO tvsuv ex'Utfy'lUiT1 ^MlhS idiluttt' HDd Floor Mebldne C^lae^ttlTW. WMthhitkeYhd i>CMeHihT^ ^'cJv^.nip: Explosionprbof vactram cleaners end fioor ferubbhit t Ad powhl^iaiiefittW^ HlhlFastaninc Syate&^ SOO FahMfA^4 88^(81^ : << 'Fdwei<iSrit^l driVe ^ll that'ftsteh^fcs`4hd and. steel. ' >??;sijfyh-JwteA ci, *. . * X* * % * '. ',g W < ratify'Tit ,*. .'#4./; . ...r J963 National Safety Congress HIMCO (Hopfeld Industrial Mfg.Co.),745 A SW &pi.Kifidi Safety -ladders, andfiberglass safety diviqg boardtj^.w..'^ Holland-Radne Shoes, Inc, $86 W.15th 8t, HollandsMich. .>*:*:** s&jrfjir? *. Horaehide and cowhide safety shoes in w jrkahd difjanf^djri (ta.^ ' f<*> -rAvji-rfi ari'l' Hygiene Research, Inc, 684 Broadway,, Not Yorfc i2l V^' `J.-. V- f. *' Hand protective ointments andfogproofiif-(dpthi;.'j.T.^> fcH^eSinf;f vri*? fovjr.j-O . Hy-Test Safety Shoes, Div. of Intematio lal 8hoe Cp, 1109 Wasi^ig^bn''A:r(ii|; 8t. ' Louis 66 Safety shoes and conductive and noncon Ipctive V. V footwear. t-P.r.i.U* ..v ''it*- . ^ Indnstrial Gloves Co, 700 Garfield St, Danfifle, Ht < v-V!- ?.iJ ./O i.'.rr.^O s&brtotd {#* v?r* Industrial clothing snd accessories. I . -j- , t '"rk i*j' Indnstrial Incentives, Inc,.253 Freeman Pk y, P.r.o.-v.rl|dTe.Th;.c;e7%. Employee safety education program.. tj ?rr-;_' .. . ; ' '-J- Industrial Products Co., 2820 N. FourthSt, Phlladel^iia$$ k^rtvrf' Lightweight rainwear, fluorescent vests, batcovers,ba; \^)peblka^;.- : . ; Institute of_____ ____ s__ _T______________r___ _ Rental semce for uniforms^ wiping*tow tls, etc: . ' -` f*' ^ &-Y '. LPGsdaipanders, blower .and.Wnri d heaters^sind^ U International Film Bureau, tic, 332 j>UMBc dgah Ave^'Chic igo4; :l*V'-7 .3*; T;. -V- ;\?y: Safety films avaflable on a'sjj|e^diw^.^is.^:,^ 35 wit; Interstate RubberProducts Corp, 908 Avi] s St, Los Angrii s l2 'l v-'-Dfaffie^oone system for traffic ostitroLy; Iron Age Shoe Co^'1205 Madison Aye, Pit " . Work and dres|^tyle.safetyand j tafety. rubjbojioc j*onftod^5S|S;^ \ <foircl^%ritog;heJiMts, facejshldds^ safety.Jitti.and Jolmsoo-i/VifliirauC iDae4 ^2300'Xc^lKtExs 8t^ ilbmitlki'^iar,' . Portable instruments:for detectum of U jc,comb.uistible . ...... , ..... *: * '* y . * ..*,**' *# *'*. f*,^ * * *.# *e Jomac>Norfo, Inc, 6128 Woodstock St, F iilade1phia 33 ^tenflcal aind pr6tMflte :yi^l cdothi tg, and 4foves,4 and.3 terjy idot^jgfoy^wwl ^:<^products.;;* 4: Jones and Co, 861 Brpad St, Providence r,'R,X"> [* 1 ' Full-vision visor;goggles andreplaceal le lenses, Junldn8afety Appliance Co,Inc, $121R iflersLiaxie,*1 Interloddng. barrier , gate iguard .for, justrite Mfg. Co, 2061 N. Sonthport'Avab .v. Safety eans^^such cans^< plunger pane, lights for tise in hazardous areas.' .-46 ,r .v. .. . * r,'S\ . '-i. . vV-. wv-.w. .. ? ... rv. List ofj.Exhtbttori K&HJndastrtes, Inc* Box 86. Angola, N. Y. Safety lamp...I.. <. h ( Karel First Aid Supply Op*.4342 Ogden Are* Chicago.23 f.'-tfiKi /:hnJ&fK.-' . -' Medical equiffnent for industrial hospitals and first aid rooms.-; Kebnore, Inc, 599 Springfield Ave* Newark 3, N.J. Explosion* proof refrigerators .and freezers. * Kcnnedy-Ingalls, Inc* 3735 N. S5th St, Milwaukee 16. Protective clothing." >.; :y ? ;!#r * . * - *. n: * .^ . v . . 'ry.. ;>* Keystooe View Ox, Market and Center St, Meadvijle, Pa: Occtipatiooal visual service, driver virion. testlfCyvice, ; nd gas sensmg and recording ( instruments. . . "? . _ i,;n si'?'* :.iv- *'^r **.- Portable fire extinguishers, and accessories. Autonjati.c carbon dioxide fire ex- tinguishing systems.;/ <T< ...1 * ':! Kimball SafetyrProducts Co^ 9310 Wade ParkAve*'Cle^tiandfi V ?' . Personal protection devices for employees jn Industrial plants.' 3 siystft- equipment/wire^mllingtodlji. / tf&h&L'^v-;;>JK ^fV-.h.a ^Safety: shoes. ,v- ! s^/,j j Ziyi .f-ri. . 'j -Leather and rubber.work'gloves.'1- .;A ` * i. , !' -' Lapstrap Inc-443 N. St Francis, Wichita, Kan. Automobile safety belts.;,:`Rear .view/minors??-i y* . * *?>*/ V.l} ifi'Z-if . VfTr-$ Lectron Corp. of America, 9929 W.Silver Spring RdL, Milwaukee IS ....v Audio-visual. tramlngiequipiifedL. % r . 4 `J 1. Legge ;Co*In&, 101 Park Aire*' tfew Yorkl7 Safety floor maintenance inateriils^Perst^d ahd;eqUtpmest grounding'devices^^" la.. * leather and rubber safety footwear indudir^C9nductiTe.anddectricai hazardafioffa ' f A r- . ' ` 'A' <' : i f ' - V.; * lineman Protector Co^ 1081 Eton Rd^~Birmingham, Midi. ', ... Rub^'pi^^ve;;eqtdpmait,,^.;j;'*^ ' Logan Emergency Showo^ Bmc UliOlwoi^'CaBt!.;;.',';.: . Emergency.eyeynish and showers. . *=<;.`r-*,y'p ' > . Vs^ ;.' ..`v:j^agfietic^ '";.r ?I5t v-'^V '* SlWyronWl-hr*}z f> :'-rV , ;-V-;V.y 4 2963 NatumaI Safety Congreu t. Va ' ' v ..I \ {' i. ;Mdlcn Sieetro^ Corp, 520 MlimdlgAWM; . . Self powered glow belt, exit sign, pylon Street sign. MartindaleElectrfcCo, 1375HirdiAte?blqVCl^J^H. . . . . . .... ;fe`Frotetfire masks ahdrefiils,protectiveejr<eshidda,ahd< :ieCttuWtestkg^h*truntenta. > '$y,!4 M .? ..; r . . : .I- . ;; ;" ' .'*; H Medical Supply Co, 1027 W. StateSt,Rockford, m.>:. /.<y^ V First aid kits and aceessori^'-'Restisduikm' ttd^^sidi^sfretchlli'ft sfc&X 'rifteW . \ ^ Metropolitan Life Insurance Co, One Madison Ave, New Yorfc<tO% Material for useimcommunity:and off-tbe^iob sj^etrprogram^ : ^ , : : XT.., Meyer Machine Inc4.Box 114, Red Wing,*Mlnn;; Safety products for the.protection of person.while dimbin:,y~\ . '/< v .A-xriHoJv.i'fi'. iJ>. jiiiun ertu ttfitilftiaf. Micro-Switch, A-l)Meloa.<rf.Hodijriwdl,'ll^ * ' V:: Safety Interlock switches and electric controls for power machines.".-X ' *. *A"? ..o Mflbara Co, 2240 E. Woo<nridce,|Detroit 7 V/S- Protective skin creams. Acid-caustic resistant and dean room workdothes. 'I -.: >v: ? >; .'" . i vf-.s:.W. ' M&ier'yUBed Corp,-2425 Santa Clara Ave, Alameda,' Calif. t js<fe/' t}S& Materuif handling slings and adjustable lifting safety beams. "V ` v. ! , .. * . . i t .W ,*': .'Miller Equipment Co, Inc, 13th and New 8wi'Frardclhii -IhU'* h`;; Linemen's safety equipment and accesspries. .1- ;v * - - *c&rt Mine 8afety Appliances Co . Complete line oflsafety equipment for in . -/ j ' ' Vv.H';jAvA Mfamesqta Mining ahd Mf*. Co, 2501 RadKkRo^8^JMdl9^ Filter mask, heat reflective fabric,'abrasive flooring;ssiety masking tope. \ ' .filL i .yj nodd..y;..'<j* Mott Corp^JSOO 8ha^ut Avel, LaQrattge^^ ILsv'V^WfV^hr.v :-v-v,r;n J :-f >- Safety mowers. ' .*_, c** . < ,v>V - j-. fi National Chemseaith Corp, Box l0087,Dall^ Texas^^ Safety solvent; deaners; degreaser; disinfectants; wree<l Idllers.detergents: ddes; and water treatmenU foC Indnstir: '<4 li S,7 ' ***Medical supplies, instruments,' equlf ments. I rsreo Mfg. Co,Inc, S6S6 MsinStiiKamMU Wire rope fittings, mlnature slinjk, and'S Complete line of traffic control mirrors sold security devtlces.: ./ _ . ji*'*: 48. - - r-vi:. ' : l\. ' t . *! 1 List rfEshibitorx - v*mhiw iiu) * nwiwH^wwt' viyrwiid'lS' - vU?' M' * Z'i?*' i""' J..Y '%'A' . .A:; -- ; ;. BandJRcinscitstors `Qhjp^Cfrcmical and' 8argic>l'Bq^pttAt.Co^dSOOIfr-Washing- *<011 .* n ___,, ` V> ^ ` __ * * . _ . V-i '.'-A-w*** >vc5**iM& . . ;. $*?*$ ft>. ,w, i ; P4*w^#sfcy?;i? V >Sa',*V 'i'',-;^''H; o '/:' ~i?--,>"* .`u<vr.n" ,v *-V t - .t --tv' l% ,W?V<; ,f.Ct..->. , 1' * iv* :,* it* *! *.<-> ./. '<V. -*vr.V-V 0^jrgeaB<ti4piB`mAf` c-%l*u d 8erviceCo4 8335,S.*Halsteid St,`<2hki go ; ResuSdtator, inhalator, and aspirator. *>> W.',Vf.fVr'y.Jf *r // Pac-Kit Safety Equipment Co* Inc, 18enscaPL,Greenwkh,< 3omii '* V ' Industrial'and vehicle first aid Icits. VS-.TI* ;r G.H.PackwoodIHg^Co^lMS TourerGtovrAve^-Sti'llpcda^ Hand cleaners, uraterlesscleaners, gerinlcidalcleaners, attiring componnds;'and maintenance deaners. . Patent 8caffokKng Co, Inc, SMI Twelfth St*Long Island C tjr 1* H. Y. 1' Wood andrlight metal Udders and stages, steel,andaluml nan scaffolds. t jj . .- - fV ../.vVi <' v'v* <' '< *<r. Pfimtr Laboratoiries,235 B. 42nd St, Near York l7' 'H - - Hand-operated apparatus for applying artifidalrespln Pinkerton's Natloosl Detective Agency, Inc, 100 Cfmrdi 8t, 1 Tew York ! 'Applicant investigations, uniformed guards, sttnrpillance, secnrity sorycys, sign senr* ice,.and investlga^U' V*.A The Pioneer Robber 'Co, 1W9 Tiffin Road, Wfllard, Ohk , Industrial gloves; . ' ' " " " J..v ; ti*.- J-V . v"i * :'0 ?$ik* *:*&. r: *; ' - u\ \;. /, *- Complete portahle driver tearing and training tmk... The Positive 8afety Mfg. Cc. Power press safety derices. -, ' :*iu 4Vf>v i*. :i.A ,.*i0 .y.'M r;u%>jfo15fc>?. Indnstrial safety signs. ; iM- lit ;7 :**!* \' v-rvy:-tr - r- .* **ii < , Safety <^titeeof^fo^the~lMmd^ dUpOnrin ^^iflaiittttUe;fiv^a.i; Pnhnc^sietyiqaipinentC^ V^"y .... . - - * i -a ' >'J- - -`- --ntcriiH.dpthfa1fc.(a>estosan<LleariienSknts, tfriwii iv:**.- - iO;? , ' Safety^tread'aoles;and heels.-.Ji-'.e;:<.;. :.>: ;. : - ,v -'<Fvj : ' v# . // 1963 National Safety Congress . -\. RMC Canvas ft Rope Co* 428 Atlantic An * Brooklyni17,iNj.-;Y.V.-jtiv lir.ol.yJ.y,:Q -Safety nets and rope ladders. ! >. l A 1 Racine Glove Co* Inc* Box 38, Rio, Wit. ';U. - r-. Safety gloves and apparel for industry a nd fire protection safety specialtyprodtcta.' 'vlSl ' Radiant Color Co* 461W. Erie St* Chlcag > 10 j Daylight fluorescent colors in paints, pr :ssure-sensHive vtny! sheetingandpapers,.) i r*% & >2;. Radiant Mfg. Co* 8220 N. AustinAve* Merton Grovejll 6(053 / i. Automotive highway warning sign^installed in metal, Ca ;e for. permanent-mounting on under lid of auto trunk. ^ =r.; - ^" Radiator 8pedaltyt Co* 1400 W. Indpend< nee Bhrd* Charlo te) 8,N.C.?ii>:ir`; r; ,S!*s.vi'. Traffic guides; cones, lights, flags. -'`V'ifci'fd -j Rainfair, Inc* 1501 Albert $* Racine, Wty. Wet weather and safety clothing: Cj y?s:r.3 I'.X'SsA'jl V- *v i .... I Randolph Laboratories, tac* 1450 Frontal e Rd* NorUxbrook, IlL. i <L. * . . Y .Fire extinguishers and automatic fire qctinguishina,syste|ns. ,r. 4v . * 4 Record Industrial Co* 33<tt Arch St* Phflrdelphla 4 '[ rsfit-fa `OHUSiVi:ii*S.C3 ]'"v' . : . ! . v:7 ^ndustrial safety shoes, work clothing i nd work gloves'. ^ 119 Mahi Sti Red Viin* Minimi' Safety workshoes, oxfords, and boots. .4- ,?.i .4 J. C, Renfros ahd Sons, Inc*1926 3pearing8t* Xftdaiowrn Safety clamps for. lifting steel Rockwell Mfg. Co* 400 North"Lexington Aetna Drivotrainer. it-: >-T' 'Jli . v-vj * ::`j Rockwell 8prinkler Co* 88 Harlow St^V rdrcester 5,''Mass.` Fire fighting and extinguishing device 1. Rote Mfg. Co* 2700 W. Barberry Pl* De tver . Automotive seat belts. Industrial sgf< . i! devices.^ .* ' .v ?$$ vb Rubber Fabricators, Inc* GrantsvQla; W. Va. ;Ajf VjIv. Ufa preservers, llfe rafts, and protective rubber cl >/* ' *t v'5; /tofeguard Mfg. Co* Pomperaug Ave* Woodbury, Conn..r* rtvsh* Guards for power presses. : > -i :: ^ h' 8afety Box Toe Co* 812 Staticr Office Bldg* Boston 16 Steel toes for dress, semi-dtdfs; and vtork shoes. . _44: )i. *' V- i ^VV; . ' Safety Clothing and EquIpment Co* 1990 E. 69th 8W'Clevd^'iC^^ Safety clothing and equipment for industrial workers. ... ' ' 8afety First-Products Coirp* ' Portable stored pressure Safety First5 8hoes, Inc* Oth and Greenlieaf :-8ti^X^t^iFi,i8lto^^ Safety sboei for industry, railroad, add military use.' \ 50. * J : * . A.-' , i ** \ V Safety Reeeardi Corp^ 61S White St, College Rarfc,G*.;r Rubber safety blade for rotary power lawn mowers. "^ . b;;v ii,UXhy&ef&tii 8af>T-Boofn,Corp^1615 Main St/LJttk Rock, Ark. Dielectric shields for cranebooms. i ; 'X/'jn ( l:`. *.*'itit* ;* :'<'* /<''> V * i .. `v Saleacaster Display* Cdrp* 1010 S.'SHsabeth-AveC; linden,' N rjs'iw*''* y=>3 b-*ixsr}>! Illuminated moving message signs. -a . . t-r/ i.r 1 - 'vi'i..; ? 1 r.fl A ^ W. H. Salisbury and Co* 401-N. Morgan St, Chicago^-r % Linemen's rubber protective devices;-1 *' .`fi f/;.` 8awycr-Tower Products, Inc^ 76 StanlsyAve*' Watertown Industrial protective, and safety clothing.- -VA >J 8chuberthAmerican Div. of Tremount Corp* 471 PcraptonsAvel/Cedar Grove, NfJ, Helmets, safety hats, -and eaps, safety goggles; and wrap^roundprotettiyegoggles. Scott Aviation Corp* 225 Erie 8t* Lancaster; N.' Yr 14086 !<} ateitffW Respirators; inhalatcrs, and environmental protection e<iUl^nheht{,,;;- Scroll 8todio, ^3 W. Jackson BlvtL/CMcago `4` * Safety awards. . O. Rox^^'Menddn^Ni^Y.- i'4 Power press safety guards, and aluminum allqyl'hsaid'- tobty i.'. ''**A '* *.*.* * * - ' * |-- 4 . *r MberlwcLatex Pjroducta, 215 Plum BU Naw Brtmto# Omp . ' Industrial rubber gloves. * *' Mfg^Col 83^.U:'&.1$ Eye and fa& protective equipment.' W Isuif. ru*S Vw-w*&\Ujrg& . * : .X5 'K'i .tHijf/oC* . . Rubber footwear of all typea ':`8howcairwd-Mldaafiechhiine CCbo* 320 W. Ohio 8t,CUcagolO:h-i?- ' ^Maike your ownn;' signH" equiippmmeenntt. - ::;..- ^ 81nnr8afty Products; 660 WsedStradfCUeagoi^Xllindi^ Gloves, j^able weidlnf scroma^ :- . . .' *. : Snyder Mfg. Co^ Inc^ 1458 PUth^8t^ Ntw^Philadelphia, OU ^Ut}: Air suite,^ hoods, splash and dust stfts.ahoe covers, tfSrty yettaf^Saga* faibrttf and' film laminatlon^'ind fibexij^sUli 'coih^lSnleractit^ditii'en^*^ vTlaa'Sberiyi^ Tradihgstimpsfcrr heeas incentives Maafetyiif^''1*f^ -.vj- - V ' :'* . ; ^ , ;,. .c'.--- 'SW ,' ' J.'.'-" V.-Kr|J< 4 \ 2963 'NatioHol Safety Congrtss Standard Alarm and 8tgnal <^67.B.'Com:f8V,.orttaji4i;*^Y^^ ' Fire detection systems.. . . .v-v i.^r^vaShV*4(btae n~ "*Tt1 "17 FagnhigtoaJ^igitaf^^^ Dunking station.smo1dng?receptades. Standard Safety Equipment Co,.431 )N..Qijaitbtt'as:i:lBd*Bilatine*|l^ Add and chemically-resistant clothing. Standard 8igns Inc, 3190 E. 65th 8t Ckveland-27 m . Frost and condensation sihieilds for rdej^icdle wwiinnddopwas^.^5-.^;^5^|y^^^J^^!^ U-^^ia?;^.'^l .r-. v; *?fj . 8tepbensoc G?rp,Box lOOiO*.RReedBdaniat, Nn.|kJ.N.j:J^int $6 .yKI jftijfx^A^hsdtad^ ' v ?*;1 athtestfor.intoxication,resosdtatoir<iiit J " <t 8tepben-Wmiam Co, 2014 VkWabansia:A re,.Chicago*? hHi Cf v<r*<0 aeixfiv A :>;. '>Safety signs and.posters. 7; -; ';.< ; j -' v .M&iziv&ft,..-*: ^'',:-:'4 : Sterling Equipment Manufacturers,* 2650 Cherrv8trert^Krie.Pa.T W s? Arihai?, 'f.naK . Traffic guides. w: 8toncbousc Signs, Inc, 842larinKr.8t,rp^tiyetv: Acddent prevention signs and tags.. 8top-Fire, Inc, New Bnmswiclc,N.J. Fife extinguishers. * /; ." . ... .*r****TM> , . ....... -.1 ;.! *>s /*'.> ' 8urvivair, Division of U. 8. Divers Co* 3! 23 W. Warner Aye, 8anta, Ana. Cal, *, Seif-contained breathing equipment.' wS p^-uji'vicUtim^it^d^'dh^iffidkf^^ Swhrelier Co, Inc, 30 Irving Place, New . Industrial ilighting;-^'^^^^ - ^ ui'-h :v-'rir;< {jMU.-i \ . ''; ? '.'M 8ynchroHat EquipmentCotp,.714 Byrant Stj| 1MM1.1 --;*'-' i'i)(=.*;. :VV s Audk>/visual equipment. M .'.'J; .If } j ,.i L-t/S'-J .W OSEfceQ Vmbsl^tiasovHdS ' . ?i *iu-.u'.rtY* i?sriy *0nvi'Ti A 8. a^vo viwm ^^090 smsim^ v3">si4t1mst nS#%te,f #B#voxb_ 5r0v9v,| AHwaonhaMimM^ownOdMi,f ^Inndwo. Alloy steel and v^|.-i>|l>-,ts`>itJS-hiaVfT.iW8- j.axunltdi11! \r*fle{!;^.ui0".!. : otors,8016 W.lfarloa 8Wilwanlcec Wiac . . ).> ".. ass accessorieai.-TC v,aiT ,.t2 ieal'Cwincii015 Commerce^ Safety frames, safety lenses ahd^visionjtester. . I . . ;M}/ sISr^KttSc5rti, ;; iTT'-... ''o..aq. ^_ '-8' U'*< _h/V) Seat belts and harnesses. ' ;-y ;.: :T-;.t /.-v;!:; .- " -L --' -|#..YoiJfcU >C . y ;j;,'::::.;:_:' H:i- : !i.. v-'' '.// . ` ' ; "{' 52 j'!.`; '.:... i . ..- . . -. ' ''.'; **.* >.-`y`..v.-.--.: ; >''/. ' % : / * . 1 r/\yM of^BxhfbUori Union8t^Il^o<^Co# W WBrTl*a8VAlb|oo,Hkh. . ..,. ........ ........ " Wire mesh: "Palletainers" for storage, transporting, end:) asnndlingof finished<>oor` in process .material. .-i* ..5 ' * ' .* . *y SwusH'j'iw A'*:. UnitedStste)rSttbI>erCo^>]230 Ave^dfi^^Ankeriens^wNY^oYcf^c tO^'-^r^-Y;-:/ Safety footwear. *. .* >,u<? if-St? li$-3 ' V- -r- iievtxrjtii-ttir - t Vogt Mg. Corp* 100 Fermrood Are!, Rochester]!, N.Y. ...... .. = !'. Wagner Sign Sendee, Inc* 210 8. HoyneAre^ Chicago f2 I - f,. Changeable copy displays for employee relationfand safet f programs. '. " ' .. C'.f ****;? = 'ir,y, V ^ -^'V- Flame retardant fabrics.- yr-V: Proi Meties V ''JK'it ; .* ,> , v. ,V- ,?>?.>. v>i*.yi */*' ii*t />? ,?<ii4 Vi; -:> ; V.v: i:. .. t > - - ,'J,. ... .*. ... % .Vi*'*.-. >tr '.* , R. D.-WnHrjCo^^^,W.Gn^Fa ,...vj \ Ncmconductive"fit^'r ^MS lad<fere,>sb^^ andscaffoldth -....' -.1 V,-. ' m*'" * J- * '*** * ?*?. * v- .->.5./ v-.-- .V..<..;.' . i - >,V-. >5<<r 1 *. ' *Vi*0. .'(J * : Portable pneuma^c pmnp unit for closed digest cardiac rei usdtation. > -Jp; Wh^tfProtecd^<Apparel,v -Indnttrial safety 4>i>areL tfTUi ' -'. Whelra>Engineerii^:'^d<^'^''42'si^^ 8tiD^ep'^rerl"(tin.'''!v: ;}vV. 'Xv: .. WllIaoalProdacta;lXT^R^ Co^ 2nd andWashingUin 8tfc, Veiidihi^P^v.;,y^- nw Witon Rtfbber Cc^lflOO OufiddAn ` Rabber, neoprene.rand'plastic gtovek ' - '". r; / * Vv * .A t j DMo'44701V'jv.'.:; i: . Wre Rope Coro^of Wire rei^ slmgfc ' r. tod St, 8t Joeebh VMo.; - ,. .'.# *, DanidWoodbead Co, 15K. Jeffersoo 8t, CUeago " ` ` ....... v . . . *.;o 'm * *'' ^.V-i* ' ;; v \ r 1963 NationalSafety Congress : V American Industrial Hygiene~Aasodatidn, HllS'PreVoi^1!)^^ .." Educationaimaterial on IndustriddtfKete'*;. ft American Educationaly*nate| AmericanSeat Belt ..:/ An : ' parts' 2?1 North Ave, New; RocheBe,N. Y.**, ;v Traffic safety. .. _ . Inter-Amcrican Safety Com cfl; 2 Ret&orStreet, New York Safety publications* itfsqal aids, andifilms.vin iSpanish fofc;indu^riti/htghwaypahd tr > 1 kh:o' /m. e. . programs.. , ; . President's Committee on 1 !mploymentot S* Infoititatibnon Hire-thi ^Handicapped Program; U. &Separiment of Coiu 'Sraal} craft safety. ^**;' S- J\^ U. S. department of the I rteribr, 18th and C,vStreets iThe/exhibit directed to Public Safety in* tation^ park^^f^; C*i2QSM<J ;;4 ' ..j National Safety `"Transactions AUTOMO MACHINE $H0P; POWER PI and FOR&tW NATIONAL SAFETY COUNCIL 425 M. Michigan Avmmio .Chicago, Illinois 60611 A *. OFFICERS OF THE AUTOMOTIVE * ONMACHINE SHCfl SECT! . * '*> Q- ;r>7'-*r -i NATIONAL SAFETY COUNCIL 1963MU C v. V. General Chairman--Ream F. Beeson, Safety Coordinator, Perfect fcircle,Corp,-HagtTStown Plant; Hagerstown, Ind. Vice Chairman--Ollie J. Pickel, Supervisor, Safety & Medical Ser ice, Wagner ElectricCorp., St Louis 33, Mo. 4 Program CommittteCef--A. hthohy Ruzick (Chairman), Group Safetj Coordinator, Power Train Group, Chrysler Corp., Detroit*31, Midi.; Lewis R. Morrison (Associate Qiair- . man). Safety, ACF Industries,line,-New York 13, N. Y. . i - - Newsletter Committee--Kenneth L..Lewis (Chai:r nan). Director off Safety, Ddco-Remy Div, Gentral MotorsCorp, Anderson, Ind.; *J erry E. .Moots (Associate Chairman), h..Vice President, Engineering Corporate Service, Inc, Detroit 1, Mii Engineering Methods and Procedures Committe> John B. Hines (Chairman), Safety ' Supervisor, Oldsmobile Div., General Motors (ferpy Lansing'2' iMkh.; Robert H. . Cross (Associate Chairman), Supervisor of Safest, Temstedt 1 Kv*. General. Motors Corp* Flint'2,' Mich.; Clifford E. Blankenship, Safety Siupejfvisor, A. O. Smith, Granite Qty, 111.; Ralph Batten, Safety Administrator, Trenton Div. Chrysler Corp, .Trenton, Mich.; F. /. "Bud" Dery, Safety Director, Industrial Safety Sectk,yFoid Motor Co, Dearborn,'Mich.; Quinton W..Goode, Supervisor, 1IK astria!Safety, Inter* " national Harvester Co.,' Chicago 1, 111.; Kenneth S. Hedges^ SaI tty* Director, General Motors Corp., Detrcjjt 2, Mich.; Donald E. Schafer, Control E igineer. Royal Globe Insurance Cos, Detroit 2, Mich. Education and Training Committee--Lxo A. Johnso|n (Chair^nah), afety Director, John Deere Harvester Works'of Deere & Co., East line, UL; Huoo {Peterson (Associate > !hairihan). Manager of Training, Bendix Corp, Detroit 2, Midi *Gbobce E. HtTM- phrey, Safety Director, Cadillac Motor Car Diy., General Motors Corp, Detroit 3^ Mich.; Edward W. James, Safety Director, S<undstrand Corp. B xkfeord, UL; Robert H. Owen, Manager,*Security & Safety, Knolls Att^mic Power LabJ Schenectady, N. Y.; John A. Pauch, Division Safety Engineer, Metal Stamping Div, ord Motor Stamping '.Div, Ford Motor Co,^Dearborn, Mich.; Milton A. Rathert, P(jjaonnel ^ Safety Director, G Hager & Sons^gPnge Mfg.Co, St Louii 4,Ma Fire Prevention Committee--V. J. Hassell (Chaim an), Technical j dvisor, Alexander ft Co, Chicago 3*, .11.1...; -*TE7.. O~. Pr--a--n--c-e- /(AAs--soc*ia-t*e- Chai-r-m---a-n-'), Sa-|l sty Director, Bendi* ( Products DTv, South-Bend 20, Ind.; James; S. Doyle, Director of [Plant Protection and Security Officer, Delco Remy Div, General Motors Corp. lerson, Ind.; R.-C WiCCER, Manager, Casualty Engineering Dept, Detroit Insurand Agency, Detroit 2, P Mich.; E. E.- Williams, Assistant Superintenden Inspection Dep , Factory Insurance > . Association, Chicago 4, UL Pfealth Maintenance Committee--Donald L. EscheiIbacH (Chairma i). Chief, Industrial Hygiene Section, Chrysler Corp., Detroit 31, Mich,., Gerald; Sa: ielmeier (Associate . - ' ..' t. . 16 ' . '*'*' Chairman), I or`Co, Dearborn, ' .* '''S'; Owe," Dept; Oweri^IllinOis GlaCo W. Lake, SafetarSpedalisV SNPO Nevada Extension,Jackass Flat*,Nevada; William R. .; Retzex, IndustrialH^ipeniscC^dddical^Kv^ Caterpillar .Tractor Oli'Pe0ria,!lU.; Acthuk . E. Sulex, M. Da Medical; Director, National LockCo., Rockford, jUL ;' -,n ;i .; '-A^.^ ^Tzzitbxr ^Ouaix^nam>. World Saffor Supervisor,*Ih^ - dianapoiis Works, International Harvester Gx,- Indianapolis, 19, Ind.-; Encm C Pugh ; - (Associate QiairmanJ^Safe^ Engineer,, Iowa' National Nateal Insurance Coc/Cedar, Rapids, Iowa; Wm. A; Cavanaugh, < Safety: Engineer, Michigan Mutual Liability; Co, Detroit 2$MidL; John E. Kane, Supervisor-Safety, Ternstedt .Div,_General Motors Corp., Trenton S. N. J.; Gilbett A.. Chalmers Manufacturing Co^ LaPorte, Ind. V.- i 1 Off-Thc-Jcti Comitt//re--Edwabd Ebext (Chairman), Safety Director/A. Spark Plug Div.,General Motors Corp^Milwaukee 1, Wis.;Donald Wniri, (AssociateChairman),: Safety Director, Guide Lamp Div., General Motors Corp., Anderson, Ind. JoHN;S. BiAnti Safety Director, dark Brothers Co, Olean, N. Yr; Roarrr G. Rim (Chair-, man), Manager-Safety Services Section, Allis-Chalmers Manufacturing Co^ Milwaukee 1, Wis. rb--j . i : --: _N. Michigan Av$* Chicago 11, III Past General Chairman' ;.r r: ; i . .v - \ v - *.. .***.' v ^ ,'\AL: I - -.r . 1. V i? * .Vv*`- i- * v 'y ; ' - V 4.' . i-t: *;'*! "' V,.' V.-KV-OVA:>'. ' I*/:.-'. \ } 4'!> -* '-:*v `'I ^-5- i: ^ * yr*- j - --1 * i* j* *_. T(-" t'r--.* *! h J . **' ' - i-y. 5' ;v' " 'V:-' = v- :. VyK^:: U, -Y ..V':. ' i' / '-Y " ',Vvvf-S^;-5V , *J. VY.oYI c-:1 "-i1:;-riv *!* **' !yviY-; iy-,, YaY:.-r K-'-r.r; Y; . .^ 4 ' ''.';' --r . ><n-'ifiifrl j- x* .y-'/ v-vY'Y .f':4- IYr '' V--5. Y4;.Y >^.:V :x--* `.Vv it >Vf.v' .n;;v. "1 : ` -''A * ; i- - ;.': Y.y:, 'VsVj-, OFFICERS OF THE AEROSPACE SECTIO NATIONAL SAFETY COUNCIL General Chairman--B. J. Wilke, Jr., Chief Safety Engr, C Corp, Bethpage, Long Island, N. Y. Vice Chairman--John W. Garrison, Chief Safety Engr., Gene tronautics, San Diego, Calif. ' Secretary-Treasurer--G D. Attaway, Safety & Security Din Corp., Longhorn Div., Marshall, Texas. Newsletter Editor--Dana A. Frasier, AssL, Ind. Hygiene & Sa: Autonetics Div., Anaheim, Calif. Associate Newsletter Editor--Howard P. Cutter, Safety Coord & Space Co., Vandcnberg AFB, Calif. Senior Program Chairman (West)--H. J. Stone, Chief Safety 1 & Space Co., Sunnyvale, Calif. Program Chairman (Central)--Win H. Staples, Safety Supvr, I Div., Dallas 22, Texas. Program Chairman (East)--Gordon . C. Neff, Safety Engr., Doi Charlotte, N.G Education & Training Chairman--W. G. Hayden, Mgr,, Safe - Giemical Corp., Wasatch Div., Brigham City, Utah; Tehran Safety, General Electric Co, Apollo Support Dept, Daytona 1 Safety Engr, Grumman Aircraft Eng. Corp, Bethpage, Long Senior Engineering Chaimtan--Thomas F. Morrissey, Supv.-Sa: Div, Ford Motor Co, Newport Beach, Calif. Engineering Chairman (West)--M. L. Williams, Chief, Indust Aero-Space Div, The Boeing Co, Renton, Wash. - Engineering Chairman (East)--I. M. Durham, Chief, Safety, It Md. industrial Hygiene Chairman--Harry Donaldson, Mgr, - Indust The Brush Beryllium Co, Elmore, Ohio. Membership Chairman--*R P. Marconi, Mgr, Safety Branc Air Force Station, Tenn. 28 *. >N 1963-64 irumman Aircraft Eng. ral Dynamics Corp./As- ector, Thiokol Chemical Eety, Inertial Navigation, inator, Lockheed Missile Engr, Lockheed Missiles .TV Vought Aeronautics aglas Aircraft Co, Inc, ty & Security, Thiokol ce Lakigan, SpecialistBeach, Fla.; J. Gaigal, : Island, N.Y. iety Dept, Aeronutronic rial Hygiene & Safety, fartin Co, Baltimore 3, rial Hygiene & Safety, h ARO, Inc, Arnold Off-the-Job Si Dynamics < Statistics & t Convajr Di Long Range i Rohr. Aire I Military Rtpri Nominating C ices, Rohr Lycoming Insurance, ' Advisory Con i netics, A. Safety Dii I. Hemphi Calif.; *F1 Div, Fort Air Force Inc, Long Tulsa IS, PaSsatnGDenieegraol Mfg. Corp. j Staff Repress Chicago, II Off-the-Job Silfety Chairman--B. G. Bonnek. Safety Engr, General Atomic Div, General Dynamics Chip, San Diego 12, Calif. Statistics & Contest Chairman--M. G Val Dez, Chief, Safety Engr, General Dynamics, Convajr Div,- San Diego 12, Calif. Long Range Planning Chairman--'John D. Donohue, Supv.-Safety & Employee Services, Rohr. Aircraft Corp, Chula Vista, Calif. Military Representative--`Col, W. L. Tubbs (Ret), Laguna Beach, Calif. Nominating Committee Chairman--`John D. Donohue, Supvr.-Safety & Employee Serv ices, Rohr Aircraft Corp, Chula Vista, Calif.; `Kenneth L. Stebbins, Dir. of Safety, Lycoming Div, AVCO Mfg. Corp, Stratford, Coon.; *M. M. Clancy, Dir.-Safety & Insurance, Ryan Aeronautical Co., San Diego 12, Calif. Advisory Committee--*R. Wilkins, Asst Director, Personnel Employee Relations Auto- ' netics, A. Division of North American Aviation, Downey, Calif.; `Robert S. Moore, Safety Dir., Grumman Aircraft Eng.. Corp., Bethpage. Long Island^ N.Y.; `Harold I. Hemphill, Safety Adm, AiResearch Mfg. Co, A Div. of Garrett Corp, Los Angeles, Calif.; `Fred R. Temple, Chief Safety Engr, General Dynamics Corp, Fort Worth, Div, Fort Worth 1, Tex.; *E. P. Marconi,' Mgr.-Safety Brandi, ARO, Inc, Arnold Air Force Station, Term.; `Frank W. "Starr, Safety Engr, Douglas Aircraft Co, Inc, Long Beach 8, Calif.; `Lyle A. Gates, Safety Engr, Douglas Aircraft Co, Inc, Tulsa 15, Okla.; "`M. M- Clancy, Dir, Safety & Insurance, Ryan Aeronautical Co, San Diego 12, Calif.; `Kenneth L. Stebbins, Dir. of Safety, Lycoming Div, AVCO Mfg. Corp, Stratford, Conn. * Staff Representative--Hugh J. McRae, National Safety Council, 425 N. Michigan Ave, Chicago; I1L 60611. ' `Past General Chairman. A / I Volume 4 Natiohal Safel Congress Transactions CEMENT, MINERA AGGREG, : -&L ' I,: `*.C V NATIONAL SAFETY COUNCIL 425 N. Mict igan Avenua t.. Chicago, llli tois 60611 1f-- $- *11 > 11 U-.-f \\ I !' I jv= 'V-f A I . .. it i i ,*.r -: VI . i'-. ' : v. ei OFFICERS OF THE . '< CEMENT, 9UARRY AND MINERAL AGGREGATES SECTION NATIONAL " SAFEJV COUNCIL 1963-64 # Chairman--Arvid Tdcnsok, Safety Director,. Material Service, Div. General Dynamics Corp, Lyons, Illinois. '**'* * First Vice Chairman--Luut S. Voltz/Safety Engineer, Vulcan Materials Co, Consumers Co. Div, Hillside, Illinois. * Second Vice. Chairman--Francis W. Bush, St, Director Safety, M. J. Grove Lime Cl, Frederick, Maryland. * ' * .* ** # , , Secretary--.Walter A. Dearth, Jr., Supervisor, Employee Relations, The General Crushed * Stone Co, .Easton, Pr. . < : .. Newsletter Editor--G; E. Wiluams, Safety .Director, American Aggregates Corporation, Greenville, Ohio, .* * ; <) |.. ' Associate Newsletter Editor--Francis W. Btrsd, Sr,.Pirector Safety, M. J. Grove Lime CfL, Frederick, Maryland. - N` ' *' Program Committee Chairman^--Lzsuz S. Volt*, Safety Engineer, Vulcan Materials JGo, Consumers Ox Div., Hillside, Illinois; G. E. Mimrem, Safety Director, Superior Stone Company^ Division of Martin Marietta Corporation,-Raleigh, North Carolina;- Kenneth Fucker, Safety Dirertor and Eastern Division Labor Relation*' Manager, Marquette ; Cement Manufacturing Co, Chicago, IUinoU; Leonard R. Fucker, Director of Safety, Permahente Cement Co* Oakland 12, Calif. Membership Comtmfyee Chairman--J. R. Treauaway, Safety Dijector, Vulcan Materials Co, Birmingham 13, Ala.; G.:'D. Raveb, The France Stone jCompany, Toledo, Ohio 43604; Leonard R. Fucker, Director of Safety, Permahente Cement Co, Oakland 12, .Calif. . 'V ". , \ j, , ; Statistics and-Contests Committee Chairman--Forrest Moyer, tj.1S. Bureaa of Mtnes, Washington 25, D. C; E. W, BaOmax, .Managing* Director-Sectetaty, National Slag i Aasn, .Washington 4, D. C; Vincent P.;, Akkarn, Jr, Asristant .to;the Associate Mans^ging DiriNatiOnal Sand & Gravel Aftn, Washington 5, D. C \ 'Engineering: Committee Co-Chairman (West)--Gtonca. J. Reyno^dr, Technical, Manager, 'Electrical; U.-S. GypsumCo, Chicago 6, Illinois; Lrsme S. Voltv Safety'Engineer, Vulcan'. Materials Co, Consumers' Co.Div,Hillslde, Illinois; HArvis Txxxaox,Safety : Director,;Material Seririce, Div. General Dynamics Corp,' Lyons, Illinois; h' Ei.lC* . BEtrrHiN, Manager, Safety, U. S. .Gypsum Co, Chicago A TIL; .Dnexxu. M. Cornell, Safety Engineer, Portland Cement Asia, Chicago /- . ;l.: ' CthChaxrmanl(East)--Roy G. Stott, .Mining Health and'Safety Engineer, U. S. Bureau *of Mines, Washington 25, D. G; Francis W. Bosh,.SR, Director Safety, M. J.- GTdve . . . *' ' . - . - ; -; . i V, Lime Co., Frederick, Maryland; Maj. Wilaar klADXK HO: of Engrs, New England Div, Waltham,*Maul; Kenneth A] GtmCHKX. Technical Service. National Ume Assn, Wakhiodton 5,rD^C-; <|ol Enginoe^. Srooe andShg OperaBam.'dkthkhlMlim^c*^Cowl it Safety. Visual Aids CommUt'eeholrman:-~Vfiixi\iJlji. \l :CoRN&cib3^4 Supvr, Keystone Div. of Dravo Corp, Pittsburg, Pa.; Vincent GalLacho, Asa'i. Safety Dir, Material Service Corporation) Lyons, fIL;; ,Leonardr R. FUcker, Dir. -|f3^afety*f^Permanente ! Cement Co, Oakland 12, Calif. Off-The-Job Safety Committee Chairman--Martin D. Gentry, ifanager-Industrial Re-v lations, General Portland Cemient Co, Chicago 3, Illinois; .Pa titCK CL Hatler,1Labor Relations Assistant, Ideal Cement Company, Deliver 2, ColoridG;EDWARD J.` WaRINg,. Laverack & Haines, Inc., Buffalo, New York.. j . . . j Publicity Committee Chairman--L. E. Cunningham, Safety . :oir, ; The .Georgia . .. Marble Co, Tate, Ga.; -Vincent P. Ahearn, Jr, Assistant to Associate Managing Director, National Sand & Gravel Assn, Washington 5, D. C; iluam Carter, Exec.. ' ^ Dir, National Crushed Stone Assoc, Washington. |D. C 20007.* t i Training Committee Chairman--Ralph M. RichIt, Director .of fety and Community Relations, Medusa Portland Cement Co, Oeveland 1, Ohk>; 'A,' J [Clauser/ Ass'L Safety Mgr, Alpha Portland Cement Co.', Easton, Pa.k William A j Knw; Director-Safety, Universal/Atlas Cement Div. of U. S. Steel Corp, New" York 7, N. Y.;* Alfred C Kemp, Diko* Safety, Martin Marietta Corp, Nevf York, N.-Y. I I* v ! .i!i... ) * Long Range Planfting*CommiUee Chairman--*How. iRO F. Johns Supervisor, Industrial Relations, Roofing Granule Div, Ruberoid Co, H igerstown, Md, [Dorse O.-Shpue, Jr, V Safety Director, The Standard Slag Co, Youngs own 1, Ohio;. HoWARO . RiEPENSTAHL, Manager of raining & Safety, Alpha Portland*Cement Co, piston,' Pa.; *FrEd E. Storch, Director Safety 4c. Personnel, The NATii ehall .CemenJj Ig. Co* Cementon, Pa. * .* \ Hospitality Committee Chairman--Kenneth Fl cker, Safety Director^ and 'Eastem Division Labor. Relations Manager, MarquettiP Cement Mfg. Co, Chicago,*.'Illinois; Maxtin D. Gentry, Manager-Industrial Relations, General Poi Cement Go,`Chicago 3. Illinois; Wiujam Carter, Exec. Dir., National. Crushed td tie;Assoc,- .Washington, D. C. 20007. f i ifjf {dominating Committee--Dorse* O. Seiple, Jr, Sa ety Director, e" Standard' Youngstown 1, Ohio. Personal Protective Equipment Committee *Chai man--Paul Worseck, Msuniger, Safety & Welfare,^Lehigh Portland Cement Co, / llentown. Pa.; OWARD RiETENSTAHL, Manager of Training and Safety, Alpha Portland Cement Co, A Bldg., Easton:*Pa.; Fred E. Storch, Director,- Safety and Person tel, The Whitt II dment . Mfg. Co, Cementon, Pa.; Arthur P. Lennon, Safety Dir, New YoHc apy^i>ck Cbip^West Nyack, N. Y. H .-r . i, r Members-At-Large--Ivan F, LeGore, Safety Dir ctor, Portland Cement Assa)\Chicago 10, Illinois; Lloyd Yeager, General Manager, < Sypsum*.Assn, e iiicago 6^ JIL{;*T)'W. ` I Jones, Vice President in .Charge of Productio i, New- Haven Trap tRock Co,',N--ew* l Haven 9, Cohn. - *... 'i Staff Representative--Charles S. Wolit, National Safety CouncH,1 12$ N.Michigrni'Ave, Chicago, III. 6061L ' , .- v; . . ; V.l Past General Chairman * e .> 14 v ^. S Natiotibl Safely Congress Transactions ( NATIONAL SARETY COUNCIL -425 N. Michigan Avenue Chicago, lllinloi* 60611 ,, t (** * Chemical industries; * * .* % 1 * * Chemical Publishing Company, Inc, New American Standard Safety Code for Head, York 10, N< Y. Eye, andRespiiatory Protection,- Z2J. Toxicity of Industrial Organic Compounds.' Ethd Browning. v National'Association of Mutual.Casualty. Companies,^Chicago 6, HL ' Handbook of' Organic Industrial Solvents, 2nd edition (1961). (1959J. Published by American Standards Association, Inc, 10 East 40th. Street, Near York 10L N. y. : ./' Periodicals:. factional Safety Nrmr-Published.by Na tional Safety GoancBt 42S North MkMgatf Avenue, Chicago 11, HI. fy-v: Respiratory Protective Devices Chemical Week-PiMsbed by McGraw- Dusts, Runes, vapors and gases arising Hill Publishing Co, McGraw-Hfll BuMng, _ from chemical operations can be controlled 330 W. 42nd Street; New York 36; N^Y. for the most part by engineering methods., la some situations, however, the engineering control measures cannot be used or may 'not be sufficient by themselves or in combinations. Respiratory - protective, devices may then be used. Industrial and Engineering Chemistry -- Published by American .Chemical- Society, 1155 Sixteenth Street, N. W,, Washington, D. C : - v- W'; ^American ImdustrialHyffiene Association . Journal PiMdxd by the Afnerieatl In For information refer to: dustrial Hygiene Association, 14125 Prevost, Respiratory Protective Devices Manual. Detroit 27, Mkh. . ;' Published by American Industrial Hygiene Archives of Environmental Health-^PvSy- Association and American Conference of fished try Anteriean Medical Association; 535 Governmental Industrial Hygienists (1963). Nord)Dearborn Street; Chicago 10^-HL *. Available Horn Braun and Brumfield, Ind, Journal of Occupational [ Box 1203, Aim Arbor,. Mich. Pubikation M the Industrial: Medical "Alfc , Lists of respiratory protective) devices ap sodation. 5$ East Washington -Street;1 Ch^ proved by the U.' S.!Bureau of Mines are cago2, 111. J> published periodically and may be obtained Industrial^ "Medicine and Surgery fronf that Bureau, 4800 Forbes Street, Pitts* fished by Industrial Medicine Putfohlng burgh, Penhl Company, Miami, Fla. *.',Zo THEORY, applicability and design of an EXPLOSION SUPPRESSION SYSTEM V</tt f By R. J. KEATS Mgr., Manufacturing Engineering, Chemical ft MetaBnrgfcal Dhr* ! General Electric Co, Ptoafidd, >.*r `'l The only System of its kind in operation within the General Electric Company and known to bijthe only installation of its.ltind on phenolic UMldlng.Qompptmd in the United State!, .the .[Feriwal, explosion, suppression system, now'installed and'operating in Pitts field, Mau,|ii a*wdcotne addition to the field of explosion protection. Description j; -V The system .consists of three baric componeat~the | sensors, the control unit, and the herring or quenching devices. In<tfae design f the protecting system. thev first .action to bt taken |waa 'selection'of the moet probable locations 'for a potential t**' plosion. Two areas .fa the phenolic ;ntana* factoring process atream`d-were- selected, namely, pome wiwi ireNnf wvi 10 iot jfliff, Htn tbi ewifff, thpttoit; lujum in|iiuuin||. xi pracou..iime,u IVDQCn QsJICB JWWh lO. vnQI 10 .osjiqi mm wmiEi, w0 fxpmre.mm. I X _JL OFFICERS OF THE 3 CHEMICAL SECTION NATIONAL SAFETY . COUNCIL 1963-64 General Chairman--G* R. Cummings, Head,- Safety and Industrial Hygiene Dept, Eli L2fy & Co, Indianapolis A Iwi Vice Chairman in Charge of Program--J.J. Prabuios, Safety^Mgr., National Distillers and Chemical Corp., New York 16, N. Y, Secretary--H. W- Rapp, Jr., Suprvg. Chemical Engr., Engineering & Loss Centred Djv, The Travelers Insurance Co^ Hartford IS, One. . Laboratory and Pilot Plant Subsection--W. $. Wood (Chairman), Safety Engr* Research and Devefapmot Div^ Sun Oil Co., Marcus Hook, Pa.; E. L. Stour (Chainnaa>!ect}t Safety Engr., Los Alamos Scientific Laboratory, Los Alamos, N. Mfe; L./C. Weczr (Secretary), Safely Dir* Research Center, Monsanto Chemical Co* St Louis 66, Mo. Newsletter Committee--,J. N, Rouqie (Chairman), Safety Engr, Research Sc Development Dept, Phillips Petroleum Co, Bartlesville, Olda.; A, H. Christian, Corporate Safety Engr., American Viscose Corp* Philadelphia 3, Pa.; D. T. Surra, Sujrt, Protection Dh^ Employee Relations Dept, E I. du Pont de Nemours & Co, Inc, Penns Grove, N. J. Engineering Committee--H. A. Vou (Chairman), Safety Dir., Gallery Chemical Co* Muskogee, Okla.; J. B. Black, Safety Officer, Public Health Service U. S. Dept of Health, Education, & Welfare, Washington 25, D. 'G; P. J. McDonough, Mgr. of Loss Prevention, Chemicals Div.f Olin Mathieson Chemical Corp., New York 22, N. Y. Public Relations Committee--A. P. Osn (Chairman), Corporate Safety Engr*. Chas. Pfizer Sc Co, Inc, Now York 17,} N. Y.; *J. R. Boixuan, Safety Dir* Proctor & Gamble Co., Ivorydale, Cfacinoati 17, Ohio; A. L. Heesekan, Chief Safety Engr* I/rkhetri Pro- . pulsion Co, Redlands, Calif. Technical Publications Committee--R. Neary (Chairman), Safety Engr, Safety Codes Dept, Union Carbidfe Corp., New York 17, N. Y.; M, A. Snell, Supvr. of Technical Services, Engr. Dept, Hartford Accident Sc Indemnity Cd, Hartford 15, Conn.; E. Lcvens, Safety Mgr., Aerojet-General Corp., Azusa, Calif.; G, H. Mekteh, Safety Engineer, Bristol Laboratories, Division of Bristol-Myers Co., Syracuse, N. Y.; C. MacDiarmid, Senior Chemist Polymer Corporation, Sarnia, Ontario, Canada Health Committee--J. A Houghton (Chairman), Supvr, Industrial Chemical Service, Liberty Mutual Insurance Co., Boston 17. Mass.; E. L. Alpaugh, Supvr., Industrial Hygiene Service, International Harvester Co, Chicago 1, 111.; R. E. Hawqksozt, In dustrial Hygienist Employers Mutually! Wausau, Milwaukee 16, Wit; D. J, Kxuam, M.D* Medical Dir., ^Texas Div* Dow Chemical Co, Freeport Texas; Mu. AnNX Kloibq, R.N* Supervising Nurse, Pabst Brewing Co, Milwaukee 1, Ws; Mas. V. Maguo, R.N* Plant Nurse, Great Lakes Carbon Corp., Niagara Falls, N. Y. Training Aids Committee--A. Kung (Chairman),- Director of Loss Prevention, Olin Mathiesoo Chemical Corp* New York 22, N. Y.; D. M. Van Weckn, Safety Coordinator, 74 ,Staff. 11 Past X * k./ as.? mmmggm Stauffer Chemical Corp, Chatmcey, N. Y.; A. Mims, Safety Engineer,- Proctor & Gamble Co, Cincinnati 17, Ohio; R. H. Scott, Hanford Laboratories, Bldg. 3702; Han* ford Atomic Froducti OperMtavGeneral: Electrie Cov Richland, Washington; R. Dascho, AdmlnUtratorrAlQedChemica! CorKNewYoTk^N.Y, Membership Commitfte~K C Gauoush (Chairman); ;Dir. of Safety; Sherwin-Williams. Co>, -Chicago 28, IU.; W. J. Rankin, Division Safety Engineer, Tape Groups 3M Co, St Paul 19, Minnesota; W. Latobback, Safety Director, Texas Eastman Co, Eoogview,* Texas ,,' : /' My Statistics Analysis and Safety Awards Committee--W. K. Gibson (Chairman), Safety Coordinator, Union Carbide Corp, New York 17, N. Y.; F. E. Macaulay, Safety Snpvr, nd Wyandotte Chemicals Corp, Wyandotte, Mich. Off-the-Job Committee--M. KsnunOAH (Chairman), Corporate Mgr. of Safety, Brunswick v, Corp, Chicago 5, HL; C M. Olson, Supvr. Health & Safety, Hooker Chemical Corp, Niagara Falls, N. Y.; A. 'Wilson, Safety Manager,"'401 Bldg, Midland Div, Dow Chemical Co., Midland, Michigan; P. C Lamb; Safety Adm, Lever Bros. Co, New York 22, N. Y. ch t).zx Educational Liaison Committee--American Chemical Society: *H. H*. Fawcett, Consulting Engr, Research Laboratory, General Electric Cix, Schenectady, N. Y.; Manufacturing Ta Chemist/ Association: G. G. Fleming, Dir. of Safety and Plant Protection, Celanese Corp. of America, Charlotte N. C; Scientific Apparatus Makers Association: J. R. 1yat Irving, Executive. Secretary, Chicago 6r I1L; Inst, of Electrical & Electronic Engineers: ... W. T. Rogers, Ebasco Services, Ine, New York 6, N. Y.; American Nurse/ Association: r, . Mrs. A. Kloobr, RH, Supervising Nurse, Fabst Brewing Co, Milwaukee. 1, Wis.; J. American Material Handling Society: E. V. Clancey (Chairman of. Re Bulk Handling and Safety Committees), Eastman Kodak Go, Rochester A, N. Y.; American Inst, of . Chemical Engineers: H. W. Rapp, Jr, Supvrg. Engr, Engineering & Loss Control Div, The Travelers Insurance Co, Hartford 15, Conn. Nominating Committee--*E. R. Wallace (Chairman), Senior Safety Engineer, Safety and ' Fire Protection, Eastman*Kodak Co, Rochester 4, N. Y.; *H. H. FAWCRT,'Cbnsuldng Engr, Research Laboratory, General ElectricResearch Laboratory, Schenectady, N. Y.; *J. E. Nichols, Dir. of Safety, Reynolds Metals Co, Richmond 19, Va. , Research and Planning Committee--*S. F. Spence (Chairman), Dir, Safety and Loss Pre vention, American Cyanamid Co, Wayne; N. J.; *R. H-Albisser, Safety Mgr, Merck Qtemick] Div, Merck & Go, Inc,.Rahway, N. J.; *E: L.Meyers, Asst Mgr, Safety & Fire Protection Div, E. L du Pont de Nemours & Go,. Inc., Wilmington 98, DeL Advisory Committee--*G. L. Gorbzll (Chairman), Mgr, Safety and Fire Protection, Monsanto Chemical Go, St Louis 66, Mo.; *JU L. Cobb, Dir. of Industrial Safety, Eastman Kodak Co, Rochester 4, N. Y.; *S. M. MAcCutcheow, Asst Mgr, Safety and Loss Prevention, Dow Chemical Co, Mich. i` u. in.Staff Representative--#, Shibley, National Safety Coanctit425 N/ Michigan Ave* Chicago x*, Past General Chairman f. 75 i i- { % { 3fcr FERTILIZER SECTION SAFETY IN HANDLING AMMONIUM NITRATE By RALPH D. MILLER Technical Dir, Agricultural Chemical! Dltr, Spacer Chemical Co, ' Ramie City, Mo. I bare been asked to speak oo toe (object snppfy oxygen upon deccmpositioo. It is; Of Safe Storage *** hvwdtmg. of imnwlnw therefore, referred to as an oxidising agent; nitrate, bods In boBs aod in fags, Tbs hap which sheas that It win increase toe inten pens to be a (object that I am always happy . sity oi a fire when involved b a fire with to speak (boot, as ammonium nitrate fas combustible materials. Pure ni been obe of toe stub interests of my work trate itseif is almost noocoabosrible. Yon for toe last 20 years. should toy fids sometime to acquaint your Mach fas been add about ammonium nl-. self with ammoeinm nitoate. Get beg of trate which la both tone aod untrue. I will fertilizer grade ammonhim nitrate end damp attempt to sort oat toe facta of toe mfottna-, it out in a pile and then attempt to btnrrtL tka fhrea out add attempt to give yoo.the It just simply is almost impnmiMo -- era straight story as hia best known to ns today. try a blow torch oo it. The first thing I support tost anyone ' Knowing toe burning characteristics of rhmW ahont b regard to awmvwTinw nitoate ammonium nitrate and the characteristics of is toe disaster at Texas City. This certainly theprodoct which was used at Texas City, was a terrible catastrophe which caused a let ns rrammr the mechanisms of fids char toemadens wave of fear of. ammonium ' acteristic. An example b air--something nitoate to sweep over toe entire country. As we have around ns and breathe every day-- a remit of tbit toaster, many organicstinea which is definitely an oxidizing agent be and technical groups pooled toeir aHliHet to cause it contains oxygen. It Is perfectly life study the facts which evolved from toe in formatics found. Let ns stody some of toe facts and see what sue toe characteristics of ammonium nitoate itself before I attempt to taSc about the storage of balk or bagged material The asunxuam nitrate which wis involved in toe Texas City catastrophe was a product coated with a combustible substance known lot it coses things to bora Mix it b a confined container with a eoobnsfible snch as.atomized on or coal dust or Soar or any thing of fiat nature-Ignite it and yon have e real explosion. Ammonium nitrate, being a soEd-^-which fas toe same characteristics when mixed intimately with a xcmbnsfible such as oil, coal dost, carbon blade, and so forth--is then at that time considered a blast- as PRP. This was applied to prevent toe ammonium nitoate; which is s very hygro scopic materia], from picking up moisture and becoming caked. .PRP consists of onethird petrolatum, cue-third rosin; and onethird paraffin. This was applied to toe am monium nitrate at the rate of 1 per cent, which was the ordnance, deportmenft sped-ficatfai for material which was being shipped After fids information, yon may realize that the Texas Gty ammonium nitrate fad obe per cent oothhufible coating a it; fids material is known to be sensitive if suffi ciently initiated and could explode if a suffi cient booster is set off b its midst This type of material trill bora completely if placed in a pile and Ignited. . to toe-savaged countries overseas as a remit of World War IL The same compoaitioa was used in fertiliser grade ammonium ni trate used domestically. Ammonium nitrate itself is a very stable material, but it is known for its ability to Now, let os see what Us been done today to change fids sftnafion. After toe Texas Gty (floater and die btcr-agency reposts which were made as a result of toe studies of find inridrnt, the mnufactusers favedis- continacd t*** of t is t con* ! x >6 1963 National Safety Congress mg agent and have replaced it with either Tiaskwoo^ Arkansas; was: the site'of a kaolin day or dtatomaceotts earth. Both of . train wreck, that resulted in an explosion. these materials, as you know, are quite inert; This, although not officially explained, prob and, of course; absolutely nncicombustible. ably was caused by the mixing of ammonium Since this change has been made in the man nitrate with oil which' was part of the ship ufacture of fertilizer-grade ammonium ni ment This train wreck involved many cars trate to include the inert parting agents, there of petroleum products--tank cars and box has never been an explosion of this material cars drums. There were; two cars as such. Contrary to many newspaper re -of ammonium nitrate involved in this wreck ports, the material has been handled safely4* and, I believe, there were 21 cars piled up and has been involved In dozens of fires with in tills accident The afcddent was caused no difficulty whatsoever. As a matter of fact, by a hot box on one of the tank can. con there are well over a million tons of this taining petroleum. This condition resulted material shipped, handled, and stored every in a sheared axle; causing the wreck and year. the pile-up of the cars. The pile-up of the Let me attempt to straighten out some of the confusion as has bem produced in the. past; by such as the incident at Roseburg, Oregon, which. was immediately reported by the 'press as being fertilizer ammonium nitrate. The report was absolutely false; as the material involved in this cargo contained 3,000 pounds of dynamite and 9,000 pounds of the mtro-cartxMutrate. Nitn>-carbo-nitrate is a compound which consists of an oxidizing agent and a combustible, usually ammnmnpi nitrate and diesel fuel- With 3,000 pounds of dynamite and 9,000 pounds of the blasting agent; it was expected that this material would explode; as it was man ufactured for that specific purpose. The truck containing this material was properly marked and identified. It simply was left standing in the city, which was in a most un cars resulted in a mixture of many of the products, of -course. The investigation, of the accident 'indicated that one-car of am monium nitrate actually blew up. The other' car was blown to bits, but it; itselfdid not blow up, and ammonium nitrate was scat tered over the entire are. Of course; it is believed that the one car which was broken open must have gotta well mixed with oil which was Bowing in the ditches in the area and burning with a tranendous fire. The big problem was this: it bad never bees definitely prova that a mixture of am monium nitrate and oil would explode by fire alone. As a result of this particular accident, the industry commissioned the Bureau of Mines to investigate the arridfnt, This investigation has been financed by the ammonium nitrate manufacturers. fortunate position, as a fire started in a ware One thing that did not immediately come house adjoining it Leaving the truck in a - to the attention of the investigators was the congested area m the first place was contrary fact that in tills accident, there was a tank to regulations. car containing fuming nitric add, or 100% ' nitric add. As a result of the investigation, The explosion at Norton, Virginia, was it was found that when fuming nitric add reported to have involved ammonium nitrate ' is mixed with oQ, an immediate. explosion fertilizer. Again, this was nitro-carbo-m- results. The instant the nitric add is added trate at a mixing plant for a mining area. to burning petroleum, a detonation results The plant mixed ammonium nitrate with with high speed vdodty. This has been diesel fuel and supplied it to the people proven, smeethis investigation started, com using it for blasting purposes. A fire de pletely, and has been confirmed by many veloped in the plant as a result-of welding.- other laboratories. In the fire were acetylene cylinders and Here, then, was the possible booster for oxygen cylinders. Although no explosives the material, and it could have been the were reported to be presat in the building, cause of the initial explosion which oc it did involve zutro-carbo-nitrate, a blasting curred at Traskwood, Arkansas. - agent The National Fire Protection Association Shipping Port, Pennsylvania, was another has prepared a code for storage of am incident .in which a fire developed involving monium nitrate but it is still tn a tentative nitro-carbo-nitrafe and not fertilizer am state. I think the code is very- good, and, I monium nitrate. might say, is the result of much work by a various g parties, fit fives; and several ex that it is a good'snt groups. 1 have i that a bat ing of thi discus pr momum a agree froc of aiutnoo vided h I NFPA r mateiy m oil or par bostibles s forth. Actual!) store froi bagged n easSy ign is not eajr Let me fied by tin Protection to read ti ftimlr tone this meetb "The co corporatio tions stori nitrate; a building; f monium s "Not n nitrate sh or atnida facility ha shall be si having jtc of resides assembly, public hi] quantities the proxs gestedcon prova! of subject b vapors fa The tds - Fertiliser Industries . committee confisting of representatives of ammonium nitrate doe, born or is involved various groups, indoding insurance com-- in a fire^ it can de&mpose into two com- panies, fire: marshals industry representa , pounds--mainly into nitron, oxide or laugh tives, and trastsportetiaa. peopUv as well as ing gas, and into , nitric acid vapor, which _ sever^cxpmcsultants.lVa^onaByfetl art very toxic and dangerous topersetmd. that it is too'.restrictive; but it is certainly I will go oo`with the code: ` a. good model code for use by all regulatory groups; "Storage buildings shall not be over one story in height or have basement, unless ap t have strayed-from the subject, but I fee!.. proved ; for such use and shall be eqinppd that a background and a. better understand-' with lightning-rod protection if located in 3ng of the material is necessary before we an area where lightning storms are preva discuss proper storing methods of bulk am lent Storage buildings shall be adequately monium nitrate fertiliser.. I think.you will ventilated or be of a construction that will agree from this information that the storage be self-ventilating in the event, of fire. The - of ammonium nitrate is reasonably safe pro walls of storage buildings shall .be of fire- vided it is handled according to MCA or resistive construction,- if located adjacent to NFPA recommendations and is. not inti* other bmldinga mately mixed with a combustible, sudt as - oil or partimlated metals or powdered com bustibles such as carbon black, coal, and so forth. "Piles of combustible materials and simi lar exposure hazards.--The roof covering shall be fire retardant AH Booting in stor Actually, the bulk material is easier to store from a fire standpoint than Is the bagged material because the paper bags are easily ignited, and the balk product simply is not easy to ignite. age and handling areas shall be a noocontbustibte material or protected against im pregnation by ammonium nitrate and shall he without open drams, traps, pits, or pockets in which.any molten nitrate ebukf Bow and be confined in the event of fire. Let me go through the procedure as speci fied by the model code of the National Fire Protection Association. I will not attempt to read this entire code to yon because I think much of it would not be of value at this meeting. I win start with this part: "The code shall apply to' all persons, firms, corporations, co-partoerihips, and associa tions storing; haring; or keeping ammonium nitrate; and to the owner or lessee of any "The continued use of existing storage btnkfings or structure, not in strict con formity with this code may be approved m cases' where such continued, use win not constitute a hazard to life or adjoining properly. "Buddings and structures dull he dry and free from water seepage through the roof, walls. Soon." building, premise; or structure in which am Now, I will take <9 the section on bulk monium nitrate is Stored. storage: "Not more than 50 tons of ammonium nitrate shall be stored within any btiDdtog or structnr^ unless the location and storage facility has been approved. Storage location shall be subject to approval by the authority haring jurisdiction with respect to nearness of residential occupancies, places of public assembly, schools hospitals; railroads, and public highways. Limitations on Stonge quantities shall be considered with regard to the proximity of these exposures and con gested commercial or industrial districts. Ap proval of large quantity storage shall be subject to due consideration of posable vapors from burning ammonium nitrate.'* "Compartments.--Bins .fall be dear and free of material which may contaminate the ammnnimn nitrate. Due to the corrosive and reactive properties of ammonium nitrate and to avoid contaminatitn. galvanized iron, copper,leath and zinc shall oot be used in. bin construction, unless suitably protected. Aluminum bin, and wooden birrs protected against impregnation by ammonium nitrate are permissible. Steel arid wood can be pro tected with taro or more coat, of paint which is resistant to ammonium nitrate, such as an epoxy or polyvinyl chloride base paint The warehouse may be subdivided by partition . Wills ******* any *^*'w*i huiApp nf amnwijiim The main consideration in tins type of rtitraie storage comportments or bias. Files storage is the bunting vapors, became when or be so aad arranged tint S9 * < * X * \ I T- >; * ; ** w w 1963 National Safety Congress all material in- the pile is moved out peri and Uses of Explosives and Blasting Agent* odically. Height or depth of pile shall be NFPA Bulletin No. 495. -. limited b$r the pressure-setting tendency of the product Ammonium nitrate shall not be accepted for storage when the temperatore of the product exceeds 130*F. .'"Automatic Sprinklers.--[This is under the chapter on fire protection.] Unless the storage of a greater quantity is approved by die authority havxngjtxrisdictioa, not "Dynamite, other explosives, and blasting more than 200 tons of ammnnhnn nitrate agents .shall not be used to break up or shall be stored in a building or structure loosen caked ammonium nitrate. . not equipped with1 as automatic sprinkler "Ammonium nitrate shall be separated by system. When determining whether greater approved-type walls of not less than one- quantities shall be permitted, the authority hour fire resistive rating from storage of laving jurisdiction shall take into considera organic chemicals, adds, or corrosive liquids, tion exposure.of the storhge building to compressed flammable gases, flammable ami built-up areas, possible presence of contami combustible materials, or other contaminat nants in the storage building and the avail ing substances, including but' not limited to ability of water supplies. Sprinkler systems animal fats, baled cotton, baled rags, baled shall be of the approved type and installed scrap paper, bleaching powder, burlap, or in accordance with the Standard for the cotton bags, caustic soda, chloride of lime, Installation of Sprinkler System*-National coal, coke, charcoal, corx, camphor, excel . Fire Protection Association's Bulletin No. sior, fiber of any kind, fish oils, fish meal, 13. Silo-type storage structures' need not hay, lubricating ml, linseed oil, or* other comply with provisions above. " oxidizable or drying oils, naphthalene^ oakum, oiled cfothing, oil paper, oil textiles, paint, quicklime, straw, sawdust, wood shav ings, or vegetable oils. "Extinguishing Devices. -- Suitable firecontrol devices, such as small hose or port able extinguishers shall be provided through out . the warehouse and in loading .and "Walls referred to in .this section need unloading areas. Water supplies and fire "only extend to the underside of the roof hydrants shall be available in accordance covering. with recognized good practices and as re "In lieu of separation walls, ammonium nitrate may be separated from the materials referred to in this section by a space of at least 30 feet or more, as required by the authority having jurisdiction; and if neces sary, sills or curbs shall be provided to pre quired by the authority having jurisdiction. The. requirements for automatic sprinkler* water. supplies and fire hydrants set forth in this section may be waived by the au thority having jurisdiction when, storage fa cilities are located In remote areas.". vent mixing during fire conditions. This code U quite lengthy, and I will not "Prohibited Articles.--Flammable liquids such as gasoline, kerosene, solvents, and light fuel shall not be stored on the premises, except as provided by the Flammable Liquids Code, NFPA No. 30. LP Gas shall not be stored on the premises, except as provided attempt to go Into the legal provisions that are supplied for suggested provisions for municipal regulations. But I have given you the basic facta as to the contents of the code for the storage of balk ammonium nitrate. in the Standard for Storage and Handling Some of you may wonder about the criti of liquefied Petroleum Gases, NFPA Bul cal mass of ammonium nitrate u It was letin No. 58. Sulphur and finely divided reported in the Inter-Agency report I metals shall not be stored in the same build would like to clarify that Issue for you ing with ammonium nitrate. Explosives and by stating that the critical mass of 12&8 blasting-agents shall not be stored in Che tons--as stated In the Inter-Agency report same building or on the premises with am following Texas City--was in regard to monium nitrate unless proper distances are a problem, purely theoretical, at calculated maintained in -accordance with the American for a mass consisting of, I presume, a Table of Distances for Total Quantity of sphere in which, of court* the center would Explosives, Blasting Agents, and Am be equidistant to all rides in which am monium Nitrate. See the Code for the monium nitrate was heated to the point at Manufacture, Transjjortation, and Storage which the heat could not be conducted out 60 ward; an could stat was based so&4 whic priletixed Sane of havemadi critical a ammonium Iff* too. Dfe,' Short as wen confii gen sohiiio It would he advised gtarded eq ant maters many ten welding an ment whid >lon. The i viilng the nitrogen tc Ing out o( solution wl petti. Mu associated Una with 1 The res] could be pi equipment: develops Unusual could ibo Kmiiitiet c The subject close super spectien of But such would be u For we and techniq *r * Pirtifotr Indxstrui want; and- at sn$ a point, sett-heating could Mart and continue. Tfais calcnhticn waa based, I.understand, on the mass betas which would apply to a man of atortd; peiletiied or. granulrted aunobnlnin nitrate. Some of the outstanding scientists today have made acme calqilatiinns in regard to critical. mass of granulated or pdlftized amnvinimn nitrate, and the amount is 99? i 10" tons. It certainly cannot apply to any me nanmm votes vc one oiicuiro here today, or vodd ever be coosSdertd is stance quantities' Xhe QwtniiiA Assoczt* rice's Bofletm A-lO snd Supplement for BoQc b the best known refermcc for has* doe reading of the National Fire Protection Association's betterin' on the Behavior of Animnruao Nitrate a Fires LIQUID NITROGEN--MIXING. STORING AND APPLICATION By BLliBR C. PERRINS ' Dir, Technical Service, Nitrogen Div, Alfied Chemical Corp, New York City . Short and sweet could be the subject if it were confined to the safe handijng of nitro gen solutions alone. It would be short because operators could be advised to use properly designed and safe guarded equipment made of common resist ant materials. Corrosion is at the base of many serious accidents, for much of the welding and cutting is performed on- equip ment which has suffered destructive corro sion. The subject could be shortened by advising the operator to handle hit present nitrogen solution In a manner to avoid Hittag out of the nitrogen salts or to choose a solution which would minimise those pros pects. Mtny accidents in cold weather are associated with attempts to free blocked lines with high heats. The responsibilities for many accidents could be placed on adds, pressures, heats or equipment failures where many accidents do develop; Unusual in a safety subject, the talks could also he'sweet if the influence of per sonalities on accidents were not discussed. The subject could then he dosed by advising dose supervision of the operations and in spection of the equipment But such a subject if short and sweet would be useless. For we do have some materials, designs and techniques which leave'muds to he de sired. We do have many other ingredients which are inseparable from the process. The above short sweet and useless ap proach to safety could .be adopted for each of the ingredients without solving any prob lems. Today's marvelous fertilizer is not only nitrogen solutions, phosphates, and potash. It is what can bejnade with ammonia, am monium nitrate, urea, sufurie add and, phoipboric. add, potassium chloride, Meant water, hot air, cold air and all the poten tials foe good and evil when they ire handled with skill end without skill. We also have human beings and tmieh cf safety is in protecting people from themselves. An honest treatment of any one of several factor* in die safe manufacture of fertilizer cannot he short nor sweet if it is to be useful. The chemical industry has progressed partly because it hie found ways of sifdy handling any material and by realizing that precautions must be used hi the handlings. . The results of combining nitrogen solution with other ingredients as wett u the proper ties of all of the Ingredients and the nature of the finished product have their influences on the-handling of nitrogen solutions. For nearly 30 yean nitrogen solutions have been handled in large quantities' with a good safety record in nearly every mixed 61 \ * r / is 1963 National Saffty Congress fertilizer plant in this country. For about higher concentrations. There is, however, the first 15 years, there were very few seri danger to the skin in high concentrations of ous accidents of any nature. As practically ammonia in the air. no attention was given publicly to safety, the good early record must have resulted from the amounts used bring small- The nitrogen solution was tossed unceremoniously into crude equipment The pipe which delivered the solution into the mixer was not even re ferred to as a distributor until the rates of ammoniation were 'about doubled in the late '40's, by the same means of good distribution throughout the mass. The use of acid as such was practically unheard of and heat was something to be avoided as a plague, which it was in those days. Blasting was common and quite safe because the amount of nitrogen salt was far below a critical point even if the pile temperature was high. The ammoniating nitrogen solution can be handled safely if a few basic facts are re spected. > Any vapor pressures above tint of the at mosphere must be taken into account for it alone can cause a large flow o! nitrogen solution at breaks such as gauge glasses, hoses, piping^ leaks in tanks, -and biufccu or faulty valves. Some acridmts occur when operators are uncertain whether a tank has been emptied of nitrogen solution during operations. The use'of enough air pressure on the supply tank to avoid volatilization, or bubbling, at every point in the entire systexp will prac tically eliminate the uncertainties. This ade quate air pressure is necessary whether tire solution is moved by air pressure or by pumps. Accurate outrun and inveofay rec ords made constantly available to .the oper ator will give a check cm measuring devices^ and oh the process at a tune when tire rec-" In nitrogen solutions, vapor pressure re ords can he of some service. sults from the contained ammonia. The gas which may escape from the liquid is am monia gas. It will usually not be released in such large amounts and as rapidly as will the same gas from anhydrous ammonia, which is about 99.5 per cent ammonia. The contained nitrogen salts, ammonium nitrate and urea, as they exist in the solu tions, are not serious safety hazards as shown by the' fact that many itMyamU of tons^of the dry material is handled annually. But they may be * serious factor in some Ammonia gas is flammable or explosive in mixtures with air. The range of about 11 per cent to 29 per cent in air by wlume is the widest range which appears in print for ammonia. For safety, it must be assumed that explosive mixtures can exist in any vessel where ammonia and air can exist to gether. It would require from about 20 to 60 times as much ammonia m air for an explosion or burning than can be endured by an unprotected man. It is unlikely that an explosion or a fire from ammonia would occur in the immediate vicinity of a person but the vagaries of ventilation could make this possible. Ammonia gas is lighter *han air. equipxxknt failures and where formulation practices oowd other safety factors very much. .Jr Too many serious and fatal accidents re sult from applying-heats beyond that of low pressure steam to equipment which- has any nitrogen salt deposits in or on it. The high heats are applied knowingly to'bring bade into solution the salts which have precipitated out of the solution and blocked some pas sage, or in altering, repairing; scrapping, or salvaging equipment The choice of the cor^ rect material of construction and the correct < nitrogen solutions should greatly reduce ` these dangerous acts. Insulation of . pipe lines should also contribute to safety. Concentrations as low as of one per cent or one per cent ammonia in air can be fatal* in a short time and it requires very little ammonia to create uncomfortable working conditions. The full-view cartridge type ammonia gas mask with .speaking dia All surfaces should be cleaned, as' dean as when they were new, with water, wire brushed, and more water, before any .high . heat is applied near the area of the deposits. Deposits from spillage should be flushed away with generous amounts of water. phragm is suitable for atmospheres which One type of accident occurs in the pres contain no more than three per cent am ence of nitrogen solution but the cause or monia. The compressed air tank and the causes are from other sources, for the nitro hose-supplied types are suitable for much gen solution is almost always , bring used 62 exactly as ations art i cases. Whet Vfatiout sulf are bang a F,T with cot there <s ool timeyferoq metering of tions throng sulfuric ack fires or exp . mt| fatly in toe nun ' between mti without am S materials. Nitrogen and wntul reactor wfaei of water bi .Nearly al equipment x operators a way to coot deterpine th usually tori! or corroded gen solution and- failure cause dange tiqnsorsbor that is, oven If tbesafi l Di No matter the size of become tbe i gram, it is it is op to fariUtict to successful s Job. But you 'V \ m M>in ' iiti PtrtiBtirluitutriii exacts a* before the atrident The vari ess in efforts to meet competition, there must ations ate hi other factor* fat moat of three be some offsetting inflnrijce. Increased under case*. When, material* sods at nitrogen so- standing of the potentials and alertness seem hitiota, salfmie add and fuw'nt" chloride to he needed.' Here is where human nature ate being miredja Urge quantities at 290* enters; die nature of management, super F, with cojy free per cent or lets of water, vision, and labor as well as equipment and there la not much roam for error. Soinc- material suppliers. ( tiine^ tiirough the common m meters, faulty retering ofiulfuric add, or focal coocieitra- tjtni throogb Unity distributor pipes, riwwgh sulfuric add hny be deUrered to came flash fires or explosions m the mixer. When die mass fads to box hot merely rocks or slides in die mixer, there may be a (Erect contact - between nitrogen and soiluric add without modi buffering effect of did other materials. Nitrogen solutions and adds, are safely and successfully mixed directly in die pre reactor where the good, controlling influence of water is effective. . . Nearly alt formulae as determined by management are theoreticaDy safe for die equipment as it was originally designed. But operators may add more acid as an easy way to control ammonia fames rather dan It isn't enough to know die properties and potentials of one material such as nitrogen solution. Where is-the gain in supplying die fine equipment and techniques for handling one material when dangerous amounts of anfjhf material -may be aAfcd through Hi* oe o! improper equipment or techniques? AB along the industrial {root, processes are bang stepped tip or.scrapped if they can not be. stepped - npi This pressure, Bos all pressures, is spreading in all directions to inclode material^ designs/and above, all, pet* Pte* Rcmembcr^-thc handling of any material requires some precautions. Also remember that every material can be handled safely. Many things jrhich^are bang dooe 'now can be done almost'equally well in some determine the cause and correct it, which is usually easily done; Faulty. meters, plugged or corroded distributor pipes for add. mtro. gen solutions and water, interrupted recycle;' other way with* some other material. When a thing is performed safely and economically by a large nnmher of people, a. man marks himself by doing less well. and- failure of mixing for any reason may cause dangerous local or general concentra tions or shortage of materials with a formula that is. overall. wdMnlanced. Foods Bacon ooce said, "That which man. altered) not for the better nature altered! for the worse." From experience we bare learned -that there is no end point in safety work; If the safety margin is thinned in a proc- in learning this we have learned humility. HUMAN RELATIONS AND SAFETY GO ' HAND-IN-HAND By H. H. VAN BOCKEL Dir. Personnel ft Safety, Smith-Donglam Co, Inc, Plant City, Fla. No natter, what your title; no natter what the are of year orgaiiiatira, if yon hare become the adnrimstnmr of the safety pro gram, it is up to yon to get dung] going; it is up to yon to employ yoar slaSs and farilities to keep it going. Working ant a successful safety program b a mannixed job. But yon have to get at it I Thu speech is directed to safety people who are removed from the actnal.opesaticna and those (Erectors who have the tim^ hut not die inrimatron, to enhance flseir program by getting out of the office and tntn the field Thqr are those safety people wbo think only of gimsnicki toenKvtn some interest fat safety without being seen winking at-safety by supervisors and employees. 63 # w* 9 1963 National Safety Congress If you are a safety director responsible /. Dealing IPcft Top Management daymeabe for several representatives, this win be of interest to you. It will also be of vatoe to you if you are a safety man whose program seeds something besides gimmicks and cootests ;if your program seeds good, honest There is nothing more deriraHe for good management thoughts regarding safety dan that it is bring directed by a person who has a keen sense of die importance of afety PWfHinatwl with pfTwfrirttnn, | Operating . me; ahfou teO me B> A safety frith such and sincere representation with Hne super visors and employees; and if it seeds foil cooperation from management, sopovisory staff and hourly employees. You will recog change that hinders production an do mious harm, not only to you but to da safety program. When you are instituting changes. do them as cheaply as possible, so kxjg as as L Hrir win do s lip service: frankly hg nize that safety is selling and that you must they are effective. agersexpn be a top-notch salesman. You have a prod uct to sdl; one of die best ways of selling Keep your boss or bosses informed about safety is through human relations. the savings realized from the program the savings he has made by haring a safety \ People responsible for. maintaining a suc program. cessful safety program most maw**TM the interest and safety consciousness and co operation of (1) top management; (2) die supervisory staff; and (3). the employees. In dealing with all these people, remember this pant: you can be the best of safety engineers and have great technical knowl edge, but if the before-mentioned persons do not respond to you, cooperate with you, your department will accomplish very little Persuade your, management to attend and co-chair every supervisors' safety meeting. This is vital Fortunately, we have a manager who does this regularly. W$ bold regular supervisor safety meeting cub month and he speaks at each meeting. There are oc casions when other pressing business may lure ftn away, but get with him and trie that he show his fervor for the program. A few choice words to any manager about How do I just pbi will have t list satiagi dnareafiz port of sa A safety s support. Bi all is to s your safety tkality am sincere in i Once yu program is I believe that many safety people forget the necessity for tus sponsorship spurs him. you eaa pn die one important facet of their bring; that they must accomplish through others. You must enlist their sincere cooperation, interest, and concern for a conscientious well-estab lished safety program. I don't mein bring . subservient 1 don't advocate vacillation. You must have everyone's support Yon must be a human relations expt. A good safety engineer who has technical knowledge to solve and anticipate safety hazards but who is held in dislike, who is scoffed at and has No manager today who is aware that bis brandx or dsriskn or corporation is enjoying a good safety record' win consciously let it regress. Make him.aware that his aHwufanw is necessary to keep. the supervisors, in terested. Don't mince words, be frank:-teQ him he is needed, and that by his helping here, you, in torn, can do a much better job. Also, keep in mind drat his attendance helps to keep him interested. it is dae t of die hcaj doo, but w is only oq relishes heard our safety reco are going way.1* Per working w you need no one pulling for him, soon will be seeing A very successful role is played by our and you b a program fait manager also during visits to die plant I openly! Dc The safety man does not have to be a "good time Charlie." He need not make apologies-for pushing safety. This I do not advocate. But he does have to get with key men in the organization to get his work done. A safety.man's work is not done pri marily in his office; his best work is done am always reminding him that a few choice remarks or comments from him to super visors and employees about safety during every plant tour does more to promote safety than anything else I know. And he has been tactfully direct Therefore, our supervisors know as well J your izxteoti //. Dealing As safety is also the required to is required his men, to \ in the field. He has to make his personnel contacts while die people are on the job. Successful safety comes about when you recognize your baric safety problems, and spend time in the plants discussing - these pertinent problems and mutually seeking an swers to them. as our employees that the top' people of die company are interested in the safety pro gram. Recently, the manager came to me and said drat he had seen a couple of our m^hanir* working m a bucket elevator. Not only did hie ask die men if they had locked out die switches or pulled the fuses, but he personally checked to see. He didn't perform va responsible Without safety prog supervise*! rag. A rapt more and n This preseitadon will be three-fold. have to tell me this, because earlier in the with prodm 64 * X: i w m* ' ... " - mm\ "^T------ FtrtSSstr fmAatnts day members of ft* *rv| ^ operating supervisor lad already informed Q3,although X jwas; phased the bos <d tsU me. Bc&ve me, this word get around A safety program can't Help . bat. succeed with sach bukziz&Yoa know, tins u vdl as I. How many of yoo Have managers who will do inch a thing besides just giving Jjp service? Yoor first move is to rdbt or franldy insist tbit yoor top people or man* agers express the same interest How do you get sach baching? Frankly, I jost plain asked him and I got it- Yoo will have to decide for yourself how to oh list management support You should make than realize their importance in showing sup port of safety. Be msbtenh but be tactfnL A safety man has to use all Us wiles to win support But, the most important aspect of all b to cake yoor top people realize dot yoor safety program b tempered with prac ticality and that yoo * are gntfin*Lri* and sincere in jpm>rw*Swy successful safety. Once you tell yoor boss that the safety program is saving money for toe finn, and yoo can prove tint, keep lm h* it b dne to kit efforts that we are on top of toe heap. We have a good safety reputa tion, but without his continued support; there- b only one way we can ga Ho manager relishes such a'thoogbt Many times 1 have heard our uaxager say, "We have a good safety record. We work hard at it, and we are going to do our best to keep it that way." Personally, I hate toe .thought of working without such support I need it, yoo need it, every safety man weeds it, and you hare to enlist tins support--do it openly! Don't beat around toe bah. Make your intentions and desires known. //. DeaJwg tVilk Supervisors As safety people, we believe toe supervisor b also toe key- to a good program. He'is required to investigate every accident. He b required to participate in the training of his men, to maintain good housekeeping, to perform various safety functions. He is also responsible for productum. Without a doubt building a good, sound safety program through toe cooperation of supervision b easier with management back ing. A superintendent or supervisor realizes more and more that safety runs a close race with production if management openly states * it b foficy. Much of stoat I said about top management applies to supemsaou re garding participation m safety "*--g\ etc. What about yoor deafings as * safety rep resentative with tine supervision? How do you effectively use yoor management sk3b to coonfimtc a successful program tiuough the supervisors? Supervisors most take ac tive pvt in safety decisions so that these b no fats of production It b common practice for cony plants to kt the.line supervisors cany out toe safety inspections, in vestigations, and a&stfety functions by them- sehres. This is very good op to a point. We beSeve that b as effective and sthnobting for supervisors to team up with safety -rep- reseitatrves in periodic pbnt investigations. I das*t mean, for fine .supervisors to km on toe safety personnel 23m a crutch; how ever, as you both double-man a department, you .not only gun a closer wiakmg knowl edge of each other, but- a mutual respect for tim department's hazards. Further, it b psychologically sound for suporisors and safety people to be. seen by toe employees oprafy working toward a rnmmcn goal: tktirjofety. We ask our supervisors for ideas'and suggestions to help os do a better job I myself lean heavily on several key super visors as to what we should do and when. I present the issues and they come up with the answers. They tom realize folly tint safety b also their program and more often than net, their, suggestions and Idas vriQ be superior to yoor original thmfcarg, Many timq I frit tike stomping down to the plant and shutting down scene equipmest until certain safeguards were mstafied. Instead, I reconsidered and approached the department head and explained the situation to him. Invariably be was already aware of it and had made {Ians to alleviate it as sooo as practicable. If it b of a serious nature and it b imperative that it be fixed im- mediately, he and you both realize this, and by divesting the proMemtoc-^Uiarion b then taken care of xtnaSfedbfefc Of course; we have those cases where it b difficult to get some supervisors to con sider safety and production simultaneously.' The temporary set-ups with their hazards in the respective departments nm on and an. I am not advocating a soft touch policy for those supervisors.- However, you should use 65 ' r * -f X > r s V ( \ t I 1963 National Safety Congress aft the management dtiBs yon know-to tint director, or any member of management, bring them into your camp. Use only as a will do irreparable harm to die program. It last resort your authority either by yourself can throw years of hard work right out the csdmriasr eothnoas or. with management hacking to see that window. safety takes its proper place in their depart- We openly give recognition to oar an- I have already h meets* scheme of things. Once you sway rite pfeycu for performing jobs safely. It is hard ones, they .invariably become your dooe without reservation. What yoo must staunchest supporters. do is get people to participate in any Your job is to hold each supervisor re* kind of safety activity. By partidpatioo, they sponsible for watitaimngr ^ giimafy of safety get sold- cm the benefits and become in in the area under his supervision. Yon can volved, so modi so, that they then adl AW only do so by being man on die spot It is others on safety's value. quite obvious that the supervisor who is in We achieve the participation and-involve direct contact with the workers will be the ment of our employees in- safety through a person needing most of your attention. The suggestion program, a very successful one. Mgr, safety man who counsels foremen and who spends most of his time working and help ing tactfully with safety problems' is making headway. Don't scoff--I know some of yon have tried such programs to get employee participation without much success. Why yours was not successful, I couldn't begin to tell yoo. AH I am v mat) have the You most get along with die supervisor* I know is that ours is the best thing that putting- it poshing safety with you; your ability to get the job done through them is imperative. Each supervisor brought into the camp of the safety representative is one more sales man for safety and it behooves the safety man to work with him untiringly. Don't let him fed be is carrying it alone. Get with him. Supervisors are the spokesmen for die safety program. We must understand them and respect them for the job they do. ever happened to keep oor 'program pro gressing. We need employee partidpatioo. We sorely need the suggestions. We get an average of 15 suggestions per month. These suggestions get our people involved a dunk ing safety and do a tremendous amount of accident hazard ferreting that yon and super visors may not-even see in your inspections. First of all, if you have to double "in brass," as in my case, wherein you are re redly an your orga plant or i cope with during fe blending < sale of t and new that haven With a ///. The Employees sponsible for personnel and labor functions in addition to safety, you simply- cannot de ganization toes a yi As for maintaining die interest and safety, vote more than 30 to 50 per cent of your year and consciousness of the employees* here again, time to safety, and even if you could devote J a sound i as with management and supervisors, we ask all of your time, someone else has got to advantage our employees to help us through their ideas help carry the load Your supervisors -yes. which bee and suggestions. We have an employee safety But thats not enough! whether it suggestion program that has reaped benefits or new v for our entire organisation. Summary breakthrot The most important element in dealing The person responsible for safety is usu with employees is recognition and giving it ally most successful when he does not rely in the .are and contit to theme as often as possible. Recognition solely on his own technical knowledge, but With a for safety costs you nothing. We fed we makes use of the technical knowledge and do an effective job on employee education skills of others in his organization In meet training, etc. Our training is very similar ing safety problems. He is most effective able to tel changes. j two to thi in most aspects to that used by others. as a coordinator. He must have the ability i from the j Any successful program must have at its very core a sincere, genuine, personal inter est in the welfare and well-being of the individual employee by each echelon of plant management, particularly interest by the em ployee's immediate supervisor and by the safety director. Any indication of non-sin cerity or lackadaisical interest in the pro gram by any supervisor,, by you, a safety to get people to do things for him, the safe way. He must be the man on the spot Persons responsible for safety must have these ingredients: enthusiasm, sincerity, pa tience, and persuasiveness. Caring or not caring can spell die differ ence between success and failure in safety-- in fact, in every human relationship. "Noth ing great was ever achieved without ; ` ] ; .1 ] | ; a sound s will be al of injury, Before < ganization, make perf to da Wt gamzations your boss the objects 66 .* * X FtrtiRtcr Industries enthusiasm," said Emcrsai And what is enthusiasm hot passionate caring? I have told you nothing that you didn't already know, hot perhaps yon hare been made aware of some aspect of *>wmg> real*, tkns in safety that you- may fed shook! be highlighted in your organisation or that has bear neglected laidy. * A WORKABLE SMALL PLANT SAFETT PROGRAM By FOSTBR C. RINBFORT, JR. Mgr, Safety ft Cliimf, Finance D&r., International Minerals ft Skokie, IJL Corp, I am very happy to be talking about a small phot safety program hrranW if you have the right kind of safety program or, potting- it another Way, if you are cor* redly and soundly organized for safety, your organization, whether it be ooe Small plant or many small plants, can effectively cope.with production changes soch as pro ducing fertilizers by granulation, the bulk blending of fertilizers, the addition of * the sale of nitrogen products and pesticides, and new ways of producing plant foods that haven't been dreamed of yet With a sound safety activity, your or ganization or plant can expand from 20,000 tons a year to 60,000 or 8(^000 toss a year and still control work injuries. With a sound safety activity, you .can take full advantage of new information or ideas which become available in the safety field whether it be new ways to guard machinery or new ways to guard the mind. Many breakthroughs seem to be on the horizon in the .area of understanding, anticipating, and controlling human behavior. With a sound organization, you will be able to take full advantage of aU of these changes. Many locations are. experiencing two to three times as many injuries away from the job as they are on the job. With a sound safety activity, your organization will be able to begin to control this kind of injury, too. Before we discuss the mechanics of or ganization, I think it is important that we make perfectly clear what we are trying to da What is our objective? In some or ganizations the objective may be to keep your boss happy. In some organizations the objective may be to keep the insurance company inspector who visits your plant from time to time- off your baric. This, organization would greet* him at the door, shown him as little of the plant as possible, and get rid of him as soon us they could. Maybe what yoo are trying to <k-is keep your home office management group or borne office safety man off your bade. You may greet that'tnan at the door when be visits your plant, show him around, and when be leaves say, ^OJC* now that man is gone; we can relax and do things the way we tike to do 'them and were doing them before he visited** - Perhaps your objective is to achieve a-' low injury frequency rate. Or,, your ob jective might be to make your product efficiently. Currently the product is mixed fertilizers of various grades. In the fu ture, the product might be more balk, blended fertilizers, greater emphasis on ni trogen solutions, or new ways to fertilize soil tint we haven't even thought of. If this would be your objective, yets would be making your products safely; because if your people are away from work in hospitals doe to work Injuries, mn can't produce plant foods with madron effi ciency. If you are making your products effi ciently, yon undoubtedly win be doing alt you can do to make your product as profitably as posable. I maintain that the objective we should set before ourselves in the plant food industry is to nrh our product efficiently. If we do this, we will then make our products safely, we will reduce toe cost of work injuries as much as possible, and we win allow our hard earned money to go to toe owners of our .. \ -A \ T 1963 National Safety Congress business rather than be eroded away' by payments to people who. are hurt or to doctors for things that do not in any way contribute to what we are trying to da If we agree that this is our objective, we should first write this objective down and should communicate g to our people. In larger organizations the objective can be prepared by formulating a policy. The policy could be: "This company insists on safe operations because it believes that every employee is entitled to a safe place to work and because it realizes that safe operations are efficient operations. The company will make every reasonable effort to maintain safe operations and it expects the active cooperation of all employees in the achievement of this goal." Or, the objective could be: "Responsi bility for safe operations extends from top management of the.company to the newest employee in the plant Safety is an every day, all-the-fime job for everyone." In a very small plant, the objective could be prepared much more informally. It could be written in the manager's own words, typed up, and put on the bulletin board. If this objective is going to be mean ingful, it has to truly reflect the attitude of the plant manager or of the manage ment of the company. If management has a high and noble objective of eliminating all accidents and then won't spend a nickel for a guard, that management group would have done better setting no objective* at alL If management is being hypocritical, people will soon see through this and will know that management is trying to kid them. The best objective is an honest statement of the attitudes of management on this subject To be 'meaningful this objective has to be communicated to all of the people in the plant down to the newest employee. It should tell what the cqmpany expects from its people so that shortly after they enter the door of the plant or go through the gate they mil soon understand what is expected of them. If this approach is taken, 'you will find that your people are working with you to achieve the objective, and not against you. With this communi cation the objective becomes almost a con dition of employment in your operation. Some locations say that their company insists upon safe operations and that un safe employees will not be retained What you do at your location should be dependent upon how you normally deal with your people on other matters. It is foolish to fire people for working unsafely if they are retained when they are alcoholics or have very high absentee rates. What you do in this area should be consistent with how you deal with your people on other matters. How can you reach your objective? How it can be-attained trill vary from'plant to plant depending on the size of the com pany or plant but primarily in the way that the company or plant normally do business. At a small plant of five or six people, you can have a very informal organization^^htle at large .plants, plants of 100 or^roe employees, you have to or ganize along more formal lines to he able to do anything, whether it be to carry out a safety ''function, t<* manufacture a product, or to maintain quality controls. Secondly, the right spirit is necessary if you are to reach your objective. If management * is truly sincere, and if the people engaged in the mechanics of car rying out the desires of management are truly sincere and have a great deal of enthusiasm and high morale, this attitude can overcome flaws or details which are wrong in the safety activity itself. A lo cation can be organized along the soundest lines, have a theoretically perfect safety activity, and yet have a poor safety record if tills essential spirit is missing. If management has Us mind on thingsother than the safety activity, the safety performance can go as sour as last month's milk. The reason that spirit and sincerity of purpose is so important is because you must change the behavior of your people to achieve success. You are not filling out reports or doing a simple mechanical job. With our still very incomplete knowl edge and skills, you and I are trying to bring behavior changes in fellow human beings. And believe me, this is challeng ing work. Now that we have determined what our objective is, let's discuss those things which are necessary to achieve this goo). First, management must accept responsi bility for controlling injuries. The purpose 68 of fids P to determ for perfo: tioned firs In our co sponsibUit; ' the centre manager* foreman t ment dufii leadership by their accidents If man spcnsiMy, always se the same home wifi children ti seif won't are going being eatei At a pfe tried this. ' of his me I you wear one himse were, sect what the group was is obvious hats when agement a lead befor I was ts director o. `Thank ( where I i would jus a horrible start looku With man a fighting is a make- Without are not gc you have there arein an otgi of that ot ened. By has not 1 for preveo is high en efforts, of of many * +r s X FtrtUker Industries oi this portion of. our safety activities is for nothing. So it is Important that man- to determine who wifl.be held accountable agofceat, from top to bottom, dearly ac for performance. This item is being men cept responsibility, for the control of in tioned first because it U the most important juries and show this acceptance by actively In our company we .define management re participating in the1 control of accidents sponsibility' as follows: "Responsibility for and byinsisting upon this control ' the. control of injuries rests with operating management from plant manager to epcb foreman as a part of the tegular manage ment dudes. Management must take active leadership in and support safety activities by their participation in the control of accidents for injuries to be prevented.** The second aspect of organizing for safety is the appointment of a safety su pervisor or safety engineer, whatever title he may go by. At a plant of five or six employees* this man would be the man who gets all the production out, does the far ing; and does everything else flat gets If management is going to behave re done in the plant He would be the one and sponsibly, it must take the lead and must, only member of management in the plant I always set the example. The situation is* the same as it can be when you art at home with your children. If you tel! your children to eat their spinach but you your self won't touch the staff, you undoubtedly are going to find that not much spinach is being eaten at your house. In a plant of 50 or 60 employees, this duty might be delegated to a general fore man.or to one of the key foremen at the plant At larger plants this person might . be the personnel manager who would do this work part time. In a very hrge plant At a plant one of the supervisors tfr tried this. He stood in front of a group a full-time employee might cany out the duties of safety supervisor. of his men and said, "I insist- that all of It is important to remember flat this you wear hard hats.** But he didn't wear person is sot responsible for prevailing __ one himself because be didn't believe they injuries. As we have discussed, that re were, necessary. Can you possibly guess sponsibility rests with line management what the attitude of- the people in his But this man does have very Important group was toward hard hats? The answer responsibilities. This person is responsible is obvious. His people didn't wear hard for the quality of the advice he gives man hats when he was out of sight So man-' agement, or,, in other words, the. way in agement must set the example and take the which he counsels management If safety lead before employees will follow them. people give management good advice, coun I was talking the other day to the lafety director of a large company and he said, "Thank God management . wants safety where I work. If they didn't my efforts would just fall fiat and we would love sel them correctly, and tell them about the things that should be done; they carry out one of their responsibilities, To the . degree that they do not give management, sound advice, they behave irresponsibly. a horrible safety record. Then I would The second responsibility of safety peo start looking for a job where I was wanted.** ple is the responsibility to fully cany out With management support, a location has their duties to the last detail, and with a' fighting chance to prevent injuries. Ibis enthusiasm and spirit Many people who is a make-or-break item. have worked in the area of safety will Without management responsibility, you remember that there are three basic ?E"'s a :i are not going to prevent injuries. With it, in safety activities. They, are Engineering, you have the possibility of doing to. If Education, and Enforcement I have always }. 3 there are-any unsatisfactory* or weak links in an organization, the safety effectiveness of that organization is going to be weak felt that there should be a fourth "2?*. The fourth ME" would stand for Enthusiasm, because if a safety person is enthusiastic ened. By weak link I mean a person who when he carries out his delegated duties, 1 has not fully accepted the responsibility for preventing injuries. If flat weak link is high enough up in an organization, the that enthusiasm may well be catching and will, therefore, help instill management with that same spirit * efforts , of many people'down the line and One of the plant .managers in our own, of many dedicated safety people will go company recently told me that he thought 69. r *. I 2963 National Safely Congress of* the safety man at his location as his conscience. He said that he had his own built-in conscience that told hhn what to do and what, not to do in his personal life, but at the plant he sometimes got so busy that didn't have time for that built-in human conscience of his to operate Therefore, he had a man on his staff, whom he asked to act as his conscience and to tell him what he should do in safety and when to do it The appointment of a competent employee to carry out the duties of safety supervisor is very important However, this is cot nearly so important as management acceptance of responsibility in the first place, because if management has accepted responsibility, it will see that a competent person is appointed. The third aspect I would like to review is the instruction and training of employees! The purpose of this portion of a sound plan for safety is to show what behavior you expect and to show your people how to achieve this expected behavior. Be cause there are few mind readers in the. population, the plant superintendent, the foreman, and the safety supervisor must work together to make sure all employees are told what is expected of them. One idea that X picked up in this area recently is the sponsor system or the buddy system which a plant with an outstanding safety record recently created. The plant appoints an experienced employee who knows all the ropes to act as sponsor to help orient new employees. This sponsor shows new people around the plant, helps explain the plant safety activities, and un doubtedly tells them many things about toe plant which their foremen or another member of management never would tell them. This person tells them as one em ployee to another how they are expected to behave at toe plant Safety rules are a very useful tool to explain expected behavior. These rules or work practices may be told to all new or transferred employees. At larger plants there can be a set of safety rules for all employees for the work done in different parts of the plant It may be necessary to prepare a different set of safety rules for each different 'part of the operation. In very large plants these rule^ may be pre sented in a booklet or a pamphlet. If there is any choice, it usually is best to write down your- safety rules so that there can be no question about them. * If these safety rules or required prac tices are going, to be an effective part of your safety activities, they must be com municated to every employee, down to toe newest one. And every person most under stand and accept these roles. This will require more than the posting of rules on a bulletin board or reading them at.break neck speed in a safety meeting. This 'will require conscientious explanation and enough' time for questions. For your efforts in explaining the required behavior to pay off, you must then im partially enforce safety rules. At a plant about which I read about recently, one of toe employees said, "The company drums safety into your bead, tfhey tdl you what you have to do, and as long as you do this you're OJC" At the same plant the manager said, "We don't dare be soft with anyone who doesn't wear safety glasses or who violates safety rules. The people know where we stand, and they respect us for if To show expected behavior and how to reach it, you must set down the rules of the game and make everyone play it that way. The fourth key part of a sound safety ac tivity is safety inspections. Safety in spections are necessary to find and cor rect unsafe conditions before those conditiau catch up with one of your people. Probably the best way to locate unsafe conditions in a plant is to talk to toe people who are exposed to toe hazards in the plant every day--toe -person who al most got' caught, in a machine or who almost got splashed with add. Probably toe man in the second-best spot to find physical hazards Is the foreman of the group or crew. 'He spends most of his time in `toe department, and he should know pretty well what is wrong in it Other help Is available from toe plant safety supervisor who' should have the specialized visioir necessary to find hazard* You can also get help from insurance company people and from state 'agencies. These people would have toe advantage of bring able to compare the plant being in spected with many other plants that they have seen, but toe disadvantage hero is unfamiliarity with' the plant being seen. 70 The 1 then, tqtiy Wfai unsafe fit fr guard! slipper in sai about safety ards : jour them compa beeau them To ; In oil a gre of w about you t appro --and are dc In i things cases idea. practs have will ; talked them but w finally give c The Lions. safety plant little peopk pie h meni It : ratriy do a much cccciv cenfly ! can > the ader- will s os reakwill ough' uired im- plant te of rums what a do : the with asses eople rt us and i the play Y acin- cor* dons p!e. isafe the aids a alwho spot man most i he * in plant the ards. ance ides, e of : inthey t is leen. j Ptrt&strSmdusin** The best way to find unsafe conditions; and 20 per cent of the things which' top then, is to aik a wide variety, of people management said-.got down- to the people to tty to locate them. ' \ for whom the message .was intended. When you ask your people to hrip find . There are-many reasons for rids fathire tmtafe conditions, yon get another bene to communicate which I only intend to fit from rids beyond finding out which guards are off or which stairways are slippery. If yoo get your people involved in safely inspections, they start thinking about safety generally and their own safety specifically. This reporting of haz ards increases the safety awareness. If year people report hazards and then see them get corrected, they will fed that rite company truly wants them to behave safely, because rite is willing to provide them with a safe place in which to work. touch upon. Often toe tpp management-m a company uses words, in one way, plant superintendents understand these same words in another way, and the hourly people in a plant interpret'these same words in still a third way.: When a person has a pre conceived opinion of the individual, tafiong, the message , may fall on deaf ears, I- do not mean to try to analyze fully the rea sons for. this failure to communicate now. I only mean to make you. aware of bow hard it as to really communicate. In some cases the condition which your The best way I have found to communi employees report wifi be very dangerous. cate toe safety message is a program called This wilh of course; be helpful to yon. iDo It Today."* An operation which-has In other cases the item reported will take achieved an excellent safety . record. re- a great deal of rime and significant amount . quires, each foreman to talk to each em of money to correct If you are- sincere ployee each day about safety. I can't about providing safe working conditions, think of a better way to get toe word down you should* prepare a plan of organized to your people than to "do it today." approach to the correction of rids hazard . Another, way to get the word about --and you should tei! your people what yon safety to your people; and one whkb re are doing. quires quite a bit less time, is to have In a number of cases they may point out things which just aren't a hazard hi these cases you should thank the person for the idea and tell him why the idea is not practical. By telling your people what you have done about each recommendation, you will avoid the attitude of an employee I talked to recently. He said, "I used to tell them about the unsafe things around here; but when I found out they didn't care, I finally gave up. It took me two years to give up, but finally did give up." regular safety meetings. At'a plant of 20 or fewer people; this can be a meeting of all employees. In larger, plants, each fore*" man can talk to his crew. These meetings should, be held monthly or more often , if there is a special problem. They sbotild be informal and .should last only 10 or .15 Tw^n*** Many plants schedule these meet ings on a Monday morning so that, after a big weekend, people wifi get their minds bade on their work. At toe larger plants a regular meeting of afi supervisors to discuss safety may be The next subject is safety communica necessary. This meeting can be run by tions. The purpose of rids part of the the safety supervisor or by various fore safety plan is to establish good two-way men in term At these meetings material communications between afi people in your can be presented which your foremen cm plant At many plants management `has then use in their own safety meetings. little idea of what is in the minds of the people working in. the plant and the peo ple have no dear idea of wfiat manage ment wants. Another approach to safety ccoimwiueaticos is to establish safety committees. This is a poorer approach than holding safety meetings of afi employees because It is very bard to effectively and accu rately communicate with people. Host of us do a great deal of sending without paying much attention to^ whether or not we -are the message only gets to five or six people who usually are already very interested in safety rather than to those people whom the message should get through if you are received. I read about a study made re going to prevent aeddents at your location. cently which indicated that only between. IS Safety-committees also have another serious. 71 .....~ X disadvantage. Management normally handles production problems, maintenance problems, and personnel problems by individual con versations, by memorandums, or by confer ences. called to discuss a special problem. It is going to seem awkward to a plant superintendent to try. to solve his safety problems by working through a safety committee. Safety problems should be solved in the same way that management solves other types of problems, and man agement should communicate with its em ployees about safety essentially the same way that it communicates with them on' other problems. A plant can also establish a joint safety committee which would consist of some members of management and some hourly employees. These committees can be a poor way to communicate the safety mes sage to your employees for die same rea sons that tend to sake a safety committee, inefficient. In addition to these reasons, employees can by-pass their own foreman in their comments about safety and thereby undermine the authority and position of the foreman. Employees should have the opportunity to discuss problems with peo ple other than their foreman, but they should discuss problems with die foreman first Of,all the approaches to safety communi cations, the best is between a foreman and each of his people separately, today and every day. If time does not permit this approach, then this communication should be between each foreman and his people in a group on a regular basis. When you have done the things I have mentioned--assumed responsibility, appointed a safety supervisor, trained employees, in spected the plant, and communicated the message down to ah employees regularly --the problem of keeping the activity going still remains. In other words, the prob lem of keeping or maintaining interest in safety must now be considered. There are many-things available to help you keep your people interested in safety. You can buy and put up posters. You' can announce safety weeks or months and run pictures and cartoons. You can par ticipate in National Safety Council contests or pet up your own safety contests. Do all of these things really hdp pre vent Injuries? I honestly dotft know. I don't think that posters prevent accidents.' There is a poster jnst outside my home town which says "drive safely." I don't drive a bit differently after I see that pos ter than I did before I saw it But some how this combination of posters, contests, gimmicks, and publicity does seem to con tribute to the prevention of injuries--sot by taking the place of the meat and potatoes items of management, responsibility and safety communications, but by keeping in terest in these fundamentals at a high level. The next part of a sound safety activity is the maintenance of.records. The purpose of this is primarily to allow you to -spot and head off unfavorable injury trends. If you keep some sort of a record of the number of cases which ^require" only first aid, and when possible, near misses, as well as a record of aQ cases which require a doctor's attention, you will have a record which should be very helpful in your efforts to head off a serious accident According to a study made many years ago, there are 300 near misses and 29 cases requiring first rid or a doctor's at tention for every injury in which the cm-' ployee is forced to miss time from* work because of die injury. There usually is quite a bit of notice or warning before a serious injury, occurs in a plant If there is one serious injury at your plant, there probably were about 300 cases In which your people almost were seriously, hurt The real advantage of keeping a' good record of -your safety experience, therefore, is to allow you to spot and head off serious injuries. The area of medical and first rid should be considered. The purpose of this portion of a safety program is to get people into jobs for which they are physically qualified and to make sure that people who do get hurt get prompt treatment I know of no reason why all employees who regularly work in a plant or who are regularly called back to work during a peak season should not get a physical examination. These physical exams certainly are much less ex pensive than one serious bade injury. AH plants should make some sort of pro vision to take care of people if they get hurt At a smaller plant this can consist of a dean area where those who get hurt can lie few A juries, person give & can Bi Ming* charge. hurt w with y> The is the are av matte occurri while 1 off tb hurt i compai along corapai can re . keepm; by taB of yot To like t realty your double things, ful 1 good : m? n m n t i m fiM&si-'-M.tus n z u m n .rmw?us; can liefuntil an ambulance arrives and a riot it insists upon good sales performance few first aid supplies to treat minor in and low manufacturing costs. Second, this juries. Host important of all, at least one person should*, be: trained so that he can message most be emummiratfd down to all employees.in such a way that they accept give first aid in an emergency. The Ameri the responsibility of domg( their very impor* can Red Cross and the U. S. Bureau of tant part in preventing accidents. Mines give rids first aid tnhnqg at no charge. The doctor who gives physical exams and who treats-your people who get hurt would undoubtedly be happy to work with you to trip you in this area: To put it another way, a safety program 'will be soccessfid if three things are-done First, management must be willing to spend money to allow all people to participate in the safety activities.. Second, there must The last thing I would like to discuss be good two-way ccnimnnicaHon between is the safety of your people while they management and all employees. And third,, are away from work. Studies have been there must be teeth in the safety program. made which show that for every injury occurring on the job, two to three happen BIBLIOORAPHT while workers are away from work or are off the job. If a person gets seriously MAanppueall./* JJ.fet&toM)'Bfloaw/ttytoOoPnrnecpUarye<aw,SBaofert.y, 1861. hurt while he is away. from work, the Bangs. Scholar. "Line Worfcnta Put Safety company has to train a replacement or get along .without him, and there are often . on the . 1M& Date, Line,** H. B. Occupational "Safety !n,, Baoa~ ~ company group insurance expenses. You tlons/* National safety can reduce the number of these injuries by . keeping a record, of these injuries and then IK?. Stocker, Peter ?. The Prsettof of Manage menfc New York* Harper Brother* IBM. by talking about off-the-job safety as a part Johnson. J. L. "The Safety Omdndoa- of your regular safety activities. To summarise my comments, I would like to again mention two things which Line or Staff,'' America* Society of Mnpi* Journal, June,- 1BOL McGregor, Douglaa. The Bumm Side of ffaterprtee. New York: Random Houae. really are make-or-break items. With them your efforts to control injuries will un Saul; J. T>. "How to Break World's Beo*.IB*Mgr 'Nations] Safety Council Now, Sept, doubtedly be successful. Without these two Btone, J. R. "You Bate to Have a Plan." things, your efforts will never be success Talk given at IMS National Safety Outness. ful First, management must insist upon .Thorton. W. M. "Safety-High. Zw, Jack. Jokar, and Gama" Tali pr--gated to IMG good safety performance in the same .way- Safety Irtieetora, Nov., 73 m mm m > f Volume 6 National Sal Transactions smm Farm Home Women's * v t NATIONAL SAFf 425 N. Michigan Ave Chicago, Illinois 606T :ety Congress ; ; VS Religious Youth :TY COUNCIL nue I *, X \ MEMBERSHIP &F THE FARM CONFERI NATIONAL SAFETY COUN Vyee President for Farms--Bruce Lourie, Vice Presiden Members--Ds. Joe Ackerman, Managing Director, Far .'ward S. Adams, Director of Safirty, Iowa Farm Bo 50309; Mas. Almeb Armstrong, Information Spe Electric Cooperative, Indianapolis, Ind.; John Bank; ' and YMW Programs, Federal Extension Sendee; Washington, D.C.; Da. Bond Bible, Council on 1 Assn., Chicago, IU.; Ralph Bradley, Agriculture ( for Traffic Safety, Springfield, III.; W. J. Brake, 1 Lansing, Mich.; Best Brown, State Supervisor, , Wash.; Henry Bryson, Executive Vice Presidoit, A City 6, Mo.; W. M. Buescher, Farm Equipment Div mg Co., Milwaukee 1, Wis.; Eujs N. Christians Mower Electric Cooperative, Albert Lea, Minn.; E Extension, College of Agriculture, University of Illin Des. Plaines, I1L; Graham T. Coulter, Director o Chicago, 111.; Raymond O. Darling, Public Relati Detroit 2, Mich.; Harvey Dastrup, Director, Livestt III.; Emil Dietz, Director of Safety, California Kenneth V. Fiske, Director of Farm Operations, Ve 60611; Charles Frederick, Executive Secretary, I Assn., SL Louis 40, Mo.; Robert Gilden, Extensio Extension Service, U.S. Department of Agriculture, VI Greene, President, National Extension Homemakers 1 B. Halter, Managing Director, Farm Equipment Mo.;, Denis Hayley, Director of Inforination, Natio Washington 6, D.C.; Professor G. E. Henderson, Ui Russell Heston, Director of Engineering, Grinnell nell, la.; Douglas Hewitt, Farm Equipment Institute; Jarvis, Safety Director, National Extension Homem Walter, Johnson, Public Health Advisor, U.S. Pc 25, D.C; Mrs. Dorsey Kirk, Illinois State Grange, ( Associate Farm Director, Radio Station WHO, Des M Manager, Accident Prevention Division, Allstate Ins Knapp, Assistant Professor and Agricultural Safety tuial Medicine, College of Agriculture, State 'Univ William Kuhfuss, President,- Illinois Agricultural Laderer, Director of Safety, Nationwide Insurance C mann, Urbana, 111.; Bruce Lourie, Vice President, Mabel Mack, Assistant Director of Extension, Extern sity, Corvallis, Ore.; John Marks, Director--Rural ar Safety Foundation, Washington 6, D. C.; C W. McMilu National Cattlemen's Assn, Denver 18, Colo.; Norman . Service Committee, Chicago 5, 111.; Herschel Newsom ington 6, D. C.; Guy L. Noble, Monte Vista Lodge, I son, E I du Pont de Nemours & Co, Inc, Atlanta, Ga bus 14, Ohio; Harry Powell, Assistant toVicePresid Akron, Ohio; L. W. Randt, Director of Product' Prc 112 mm ENCE ICIL 1963-64 it, Deere & Co., Molise, 111. at Foundation,'Chicago, III; Ed- ireau Federation, Des Moines, la. icialist, Indiana Statewide Rural ing. Assistant Director, 4-H Club U.S. Department of Agriculture, Rural Health, American Medical Consultant, President's Committee- Lecturer, Michigan State Grange, Agricultural Education; Olympia, agricultural Hall of Fame, Kansas ision, Allis-Chalmers Manufactur er General Manager, Freeborn* )e. John B. Claab, Director of lois, Urbana, 111.; Maynabd Coe, f Publications, Kraft Foods Co, ons Staff, General Motors Corp, xk Conservation, Inc., Chicago 9, Farm bureau, Berkeley, Cilif.; Isicol Chemical Corp., Chicago, 111. 'Jational Retail Farm Equipment m Agricultural Engineer, Federal Washington 25, D.C.; Mbs. Homes Council, Tutwiler, Miss.; Habold lanufacturers Assn, St Louis 5, mat Agricultural Chemicals Assn., Diversity of Georgia, Athens, Ga.; t Mutual 'Reinsurance Co, Grin- , Chicago, I!L 60611; Mbs. Lionel akers Council, Georgiaville, R.I.; iblic Health Service, Washington Dblong, 111.; Keith Kibkpatbick, loines 7, la. ; R.Edwabd Klamm, urance Co, Skokie, 111.; L. W. r Engineer, Institute of Agricul- ersity of Iowa, Iowa City, la.; Assn., Bloomington, IU.; Riank b, Columbus, Ohio; E. W. Leh- ^Deere & Co, Moline, HI.; Mbs. lion Sendee, Oregon State Univer- id Education Division, Automotive en. Executive Secretary, American Miotrum,.Director, National 4-H i, Master, National Grange, Wash- -emon Grove, Calif.; V. S. Petek- . 30308; Habby Pontious, Colum- ent, Goodyear Tire'and Rubber Co, igramnung, Oliver Corp, Chicago, IU. 60606; burgh 30, tive Exti FARME1 Richmond Division, SCHWANI St Paul! Gsuce Se B. Shum Stapel, 1 sistant tc Columbui rare. Uni Internati( Farm Si Tenney, Welfare, of Homi Washing cultural Service, Director, Research IlL 60006; Frank Reynolds, Manager, Agricultural Extension, U. S. Steel Gorp., Pitts-, burgh 30, Pa.; Miss Louise Rosenfeld, Assistant Director--Home Economics, Coopera tive Extension Work, Iowa State University, Antes, Iowa; Robert Rupp, THE FARMER, St Paid 16, Minn.; Paul Sanders, Editor SOUTHERN PLANTER, Richmond 9, Va.; Carl Schuster, Market Research Coordinator, Farm EquipmentDivision, AUis-Chalmers Manufacturing Ctx, Milwaukee, Wis.; Professor A J. Schwantes, Head, Department of Agricultural Engineering, University of Minnesota, St Paul 1, Minn.; C G. Scruggs, Editor, PROGRESSIVE FARMER, Dallas 2, Texas; Grice Sexton, Director of Safety, Kansas Farm Bureau,. Manhattan, Kansas; Charles . B. Shuman, President, American Farm Bureau Federation, Chicago, IU. 60654; Arthur Stapel, Manager, Fox Valley Cooperative, Inc, Appleton, Wis.; W. Stuckey, As sistant to the Director of Extension, College of Agriculture, Ohio State University, Columbus 10, Ohio; Randall C. Swanson, Farm Safety Specialist, College of Agricul ture; University of Wisconsin, Madison 6, Wis.; E. W.-Tanquary, Staff Engineer, International Harvester Co, Hinsdale; IlL; Robert E. Taylor, .Editor--The Republic. Farm Spokesman, Republic Steel Corp., Republic Bldg., Cleveland 1, Ohio; A. W. Tenney; Chief, Agricultural Education Branch, Department of Health, Education and Welfare, Office of Education, Washington 25, D. C.; Mrs. Helen Turner, Divirion of Home Economics, Federal Extension Service, U. S. Department of Agriculture, Washington 25, D. C.; Janes Wall, Executive Secretary, National Vocational Agri cultural Teachers' Asm., Inc, Lincoln 4, Ncbr.; F. R. Willsey, Federal Extension Service, U. S. Department of Agriculture, Washington 25, D. C; C O. Youngstrox, Directs, Extension Service University of Idaho; Boise; Idaho; Carlton. Zink, Product Research Department, Deere and Co., Moline BL V 113 u N N OFFICERS OF THE HOME CONFEI NATIONAL SAFETY COW NSC Vice President for Homes--J. P. Warner, Vic Manufacturing Division, Humble Oil & Refining Com] Members--}. Robert Anderson, Director, Bureau of 1 ment of Health, Richmond, Va. 23219; Mis. Hai Paul E. Baseler, Executive Director, Building Ofi cago, 111. 60637; Mss. Mildred Bevil, Sacramento, _ rector of Technical & Maintenance Services, Nat Redevelopment Officials, Chicago, III 60637; Caesaj Services and Health Education, Bureau of Health Society, New York, N.Y. 10019; Percy Bugbee, Protection Association, Boston, Mass. 02110; Mrs. tkm Director, Johnson's Wax, Racine, Wis. 53403; ordinator, Accident Prevention Program, Mississippi Miss. 39205; Ward V. Buzzell, Assistant Directo and Technology Division, National Association of 20036; Charles M. Cameron, Jr., M.D., Profess School of Public Health, The University of North Alfred W. Cantwell, National Director, Safety Cross, Washington, D.C 20036; Miss Jessie Car nomics, Norge Sales Corporation, Chicago, IU.,`60654; dent Prevention Coordinator, Tennessee Department 37219; Miss Bebnardine Cervinskl Director, Div Dakota State Department of Health, Bismarck, N.E Health Consultant, National Council on the Aging, C. Chidester, Jr., Field Representative, Delaware Del.; Walter A. Cuttes^ Ph.D., Director, Center University, New York, N.Y. 10003; Miss Nettie Section, Division of Epidemiology, North Carolina N. C.; Miss Helene Deming, Acting Director, Dh Safety, Iowa State Department of Health, Des Moines Director, Family Safety Division, New Jersey State S Clinton W. Dreyer, Managing Director, Eastbay Oakland, Calif.*, Miss Violet G. DuBois, Chief, EHv Douglas County Health Department, Omaha, Nebr.; partment of Health Education, American Medical Howard Ennos, Director, Office of Community Sen table Life Assurance Society, New York, N.Y. 10019 Director, American Nursing Home Association, Wa Everist, M.D., Chairman, Committee on Accident I Pediatrics, Ruston, La.; Mrs. Lawrence Fisher, Demonstration Council, Valders, Wis.; Robert G. Fi Academy of Pediatrics, Evanston, 111. 60204; Vicii Prevention Program, Kentucky State Department o E. M. Gearhart, Jr., . Managing Director, Spokant Wash. 99201; George Gehres, Consultant, Accident Local Health Services, Florida State Board of Heal! Sally Gendhew, Director, Home Division, Louisvillt Victor C. Gilbertson, Minneapolis, Minn. 55416; Da 114 i 1ENCE NCIl 1963-64 e President and General Manager, pany, Houston, Texas. Health Education, Virginia Departisirr G. Bakes, Des Plaines, Til.; Scials' Conference of America, Chi- Calif.; Thomas J. Blakely, Diional Association of Housing--'and t Branchini. Office of Community education, Equitable Life Assurance General Manager, National- -Tire Ltjcile Boss, Consumer-EducaDennjs M. Butler, Advisory Coi State Board of Health,' Jackson, r of Technical Sendees, Research Home Builders, Washington, D.G or. Public Health Administration, Carolina, Chapel Hill, N.G 27515; Services, American National Red rwxiGHT, Director of Home EcoMrs. Marilee B. Cavender, Acciof Public Health, Nashville, Tenn. 'ision of Health Education, North ). 58501; Miss Mary Champltn, New York, N.Y. 10036; Austin Safety Council, Inc., Wilmington, for Safety Education, New York Day, - Chief,. Accident Prevention State Board of Health, Raleigh, /ision of School, Farm and Home i, la. 50319; Miss Edith I. Donne, afety Council, Newark, N.J. 07102; Chapter National Safety Council, ision of Health Education, OmahaDonald A. Dukelow, M.D., DeAssociation, Chicago, 111. -60610; /ices and Health Education, Equi; Alfred S. Ebcolano, Executive shington, D.G 20036; Bruce W. 'revention, American Academy of Vice President, National Home 2AZIER, M.D., Secretary, American dr B. Fuqua, Director, Accident >f Health, Frankfort, Ky. 40601; : Area Safety Council, Spokane, Prevention Program, Bureau of th, Jacksonville, Fla. 32201; Mrs. i Safety Council, Louisville, Ky.; .n D. Gowtngs, Director, Division of Envi Hapgooi D. Hoc Wniffi Nurse 1 Safety 1 Rudard 61803; Bureau, Kenyor N.Y.; Refining Yention. Chief, 1 20201;. HL; W & Gaml M.D., 1 . Mason, Nations May, 1 New Y New Y York, 1 for the Health Assistai Rosenf Health, tion Di Scharr Aroeric Nations ate Dit Abner Finance neer, E 20201; Tiboni, ' phia B Executi Park, Council New \ tion Se MB. C Berkeh cation, Duluth, tration, 27515; and W V. Wi Health ment, : Inc., V Depart  O -' i t I of Environmental Safety, Pennsylvania .Department of Healthy Harrisburg,. Pa,;.-L. -A. Hapgooij, Assistant Secretary, Kiwanis International, Chicago, lit 60611; Miss ' Lilly D.. Hockstba,; Adnnnisfiatpr,..St^ Louis^ Q Hospital, St. Louis, Ma;-_ Miss WitiaE Huc3iEs;.;Ass$staftt to- E&jcutive Director;/NiationSl Association farnPractical Nurse Education and Service, Inc, New York, NY. -10027;''Mrs; Botins Jacobsen, Safety Chairman, ^afioral Cobgressof Paxentaand Tch'eri^.Seattle, Wash. 98118; Rudard A. Jones,.Director,"Sniall Homes CburiaT, University df Illinois, Urbana, IIL 61803; Miss Elizabeth Kasey, Safety Consultant, Safety -and -Occupational Health Bureau, Metropolitan Ufe - Insurance* Compaty/New York, N.Y.10010; Mask Kenyon, M.D., -Executive Director, NassauvCOunty Medical Society, Garden City, N.Y.; William J, KEbns, Safety Advisor/Manufacturing Division, Humble Oil & Refining Company, .Linden, N.J.; Akvhxe Kraus, Director, Division of Accident Pre vention, Arkansas State Board of Health, little Rock, Aik; Eugene L. Lehr, Deputy Chief, Division of Accident Prevention, U.S. Public Health Service, Washington, D.C. 20201;. Feed Long, M.D., Director of Health, Peoria Gty Health Department, Peoria, IIL; Miss 'Anne Lyng, Associate Director, Home Economics Department, -Proctor & Gamble Company, Ivorydale Technical Goiter, Cincinnati, O.; Lucille J. Mabsh, M.D., Regional Medical. IHrector, Children's Bureau, Chicago, IIL 60607; Robert J. Mason; MB,- Birmingham, Mich;. Stanley A. Mate, Director, Training Activities, National Rifle Association of America, Washington,- D.C. 20036; B.Mrs. Marjorie May, Director, Home and Education Division, Greater New York Safety Council, New York, N.Y. 10016; Levitte Mendel, Associate Director, National Health Council, New York N.Y. 10019; Donald E. MuMfORD, Trustee, Kiwanis International, New York N.Y. 10017; James E. O'Neil; Director of Industrial Service, National Society for the Prevention of Blindness, New York N.Y. 10016; Edward. Press, M.D., Public Health Director, Evanston:. Department-of Health, Evanston, IlL; J. C. Robertson, Assistant State Fire Marshal;" Office of the Fire Marshal, Baltimore; Md. 21201; A. B. Rosenfield, MD; Director, Division of Special Services, Minnesota Department of Health, Minneapolis, Minn. 55455;. MissLuida E. Sanders, Director, Health. Educa tion Division, WisconsinI State 'Board of Health, Madison, Wis. 53702; George L. Scharringhausen, Jfc, Park Ridge, III.-; G George. Sessler, Engineer of Utilization, American Gas Association, New York, N.Y. 10016; Aunt Sella, Supervising Engineer, National Board of Fire Underwriters, Chicago, III. 60606;. Miss Jane SbdvevAssocI- ate Director, National Society foti-GrippIed Children and Adults, Chicago; 111. 60612; Abner D. Silverman, Assistant Commissioner for Management, Hooting and Home Finance Agency,.Washington, D.C 20413; Henry C Steed, Jr., Senior Sanitary Engi neer, Division of^Environmental Engineering and- Food Protection, Washington, D.C 20201; John C Thornton, Consulting Architect, Royal. Oak, Mich. 48067; Emil A. Tiboni, Chief,-7Accident Control Section, Division of Environmental Health, Philadel phia Department of Public ^Health, Philadelphia, Pa. 19146; Miss Ruth. Tucxey, Executive Director, Community Nursing Service of Oak Park and-. River-Forest Oak Park IIL 60302; James T. Wadkins, Managing -Director, Richmond Area Safety Council, Richmond, Va.; Spalding Waggener, Building Editor, House and Garden, New York, N.Y. 10017; Earl R. Wallace,- Senior Safety Engineer, Accident Preven tion Section, .Industrial Safety Department Rochester, N.Y. 14604; A.Julian Walter, M.D. Coordij&tor of Accident Prevention, California State Department of Public Health, Berkeley, Calif.; Miss Maey-M. Weeks; Program Specialist Health mid Safety Edu cation, Girl Scouts of the U.S-A., New York N.Y. 10022; Mrs. George Welles, Jr., Duluth, Minn.; Miss Janice R. Westaby, Assistant Professor, Public Health Adminis tration, School of Public Health;-The University of North Carolina, Chapel Hill, N. G 27515; George M. Wheatley* MD., Third Vice President & Medical Director, Health ` and Welfare, Metropolitan Life Insurance Company, New York, N.Y. 10010; William V. White, Chief, Family Safety Branch, Division of Accident Prevention, U.S. Public Health Service; Washington, D.G 20201;- S. L. Williams, Employee Relations Depart ment Safety and Fire, Protection Division, E. L du Pont de Nemours & Company, Inc;, Wilmington, Dd.; Franklin D. Yoder, MB, Director of Public Health, Illinois Department of Public Health, Springfield, IIL 62706. 115 si C. y * t*. 5 Transactions 5?- v.! 'i.KK/ ( i' V*'- J. jttr ' ;a l -, V. I? <*: c. <. * ?>i''' & \t iv . f'. Jv *4 ' i:; . l '. I *.: :v ^ ' V^r" 4* $**{; , * '*' ' 5< *.-. , ;:;;.V;%.&$$ * -; . > :ui. v/sH ;; r^z-isVad' ns . i .4 - _ j. _ ' ;. V . ' . .**'.. , .* .v .." k n # //'ii-'V: *V`*/*i*a^*I"lX'*'' . \ r* * - Tf .A**7Vf TVf:4^ ' . *;**iiT *y5l *>s' o'j.-o.i " .' ? u---: l :ticp j*5 To: NATIONAL SAfETY^CiDtlNaL # ' *t . 425 N. Michigan Avenue . Chicago, Illinois 60611 t y : .-v *}:. \' Ch'-1 ' v..v*.-t;-o'<'-'*svi I / OpftCEKS OF THE COAL MINING SECTION NATIONAL SAFETY tOUNCIL 1963-64 ! Central Chairman--C. E Linkous, Island Creek Coal Co., Holden, W. Va. 25625/ - First Vice Chairman--Haidy Gandy, Jx* National Coal Aaso, Coal Boildinc. Washington, D..C 20036 . Second Vice Chairman--Andkew Hysu>>, Ja, Hanna Coal Cp., Cadiz, Ohio 43802 Secretary H. F. Weaved, U. S. Bureau of Mines, Department of the Interior, Washington, D. G 20240 '. ' ' . Newsletter Editor--Wauen H. Mom, Consolidated'Coal Co,- Morgantown, W. Va. 26501 ' . ?. - . . . Labor Representatives--John Ghuzoni, United Mine Workers, of: America, District 2, Ebensburg. Pa. 15931; Rex Lauck, United Mine Workers of America, Washington, D. G 20005;. Lionaxd PnaKowch, United Mine - Workers' of America,' Dist 31, Fairmont, W*Va.26SK ' ' 1 Bituminous CpH Representatives--J. W. Peso, Pocahontas Fuel Co, Dtv.jof .Consolidation Coal Go., Pocahontas, Va. 24635; Roasxr Williams, Colorado Fod k Iron Co* Pnehlo, Cola 81002; Coy South, Bell and ZolIer^Coal Co., Johnson Gty* HI* 62951; E: E Quenon, Peabody Coal G&, St Louis, Mo. 63102; *F. J. Foeesman, The Pittsburg and j^idway Coal Mining Go^ Kansas Gty, Mo. 64105 ` Anthracite Representatives--Wusjau Bellano, Glen Alden Coal Company, Wilkes-Barre, Pa. 18703 Coal Association/ Representatives---J. B. Benson, Southern Coal Producers Assa. Wash* ingtoo, D. G 20036; Haxky Gandy, Je, National Cool Assn* Washington, D. CL 20036; Fokd Sammon, Ohio Coal Assa, St Qairsville, Ohio 43950; Gxoaiat Taxvoaxopr, Bi tuminous Goal Operators, Assn, Washington, D. C. 20006; Gbobce Sau, Amerieaa'Min-. ing Congress, Washington, D. G 20036 ;j U. S. Bnrtan'of limes Representatives--*11. J. Ankeny, U. S. Bureau of Mines, Depart`meat of the Interior, Washington, D. G 20240; James WEsrraL#, U. SL Bortaa of Mines, DpartroCnt of the Interior, Washington, D. G 20240 ; Mins Inspector/ Institute of. America Representative--R. D. Bbabkmd, U. & Bureau of Mines. McAkster. Okla. 74502 .* ' V iL.. ' - . State Mine Inspector/ Representatives--J. Lexteb Zimmexman, Ohio Div. ofMines, Co lumbus, Ohio 43215; Woaut F. Ejgensiod. West Virginia Dept of Mines, Charleston. . W. Va. 25302; Lbon Rurr, Illinois Department of - Mines and Mineral* Springfield, - Ill 62706; Dx. H..,B. Ckaemeuey, Pemtsyltaida Department of Mines.atad Minenl Industries, Harrisburg, Pa.; A.H. Mandt, Kentudgr. Department of Mtei and Min erals, Lexington, Kjy. 40501; Waed Padgett, Oklahoma'Department of Jdtaet and Min ing, Oklahoma Gty, Okla.; H. T. Williams, Alabama Div. of Safety and YiBirmtaghain, Ala. 3S203; W. Dean Ausbey, Iowa Department of Miaesaad Mindrids,' Des Moines, -Iowa; W. Fostex Muhins, Dhr. of Mines, State1of Vhginia, ;Big Stone ' Gap^ Va. 24219; Ralth Newman, Indiana Department <rfMbetandMfoends,-,Terre Haute; Ind.' ;' ` ` * \ : Engineering Committee--Amnzw Hyslot, Jx. (Chairman)/Hamm Cog! CcvGadb;0o 43807; H.A. QuxMONr. Eastern Asaoeiated -Coal .Coin.'.Mekrofv Pd 15482; Si J. 41 i/' . ' ' .r /.v, ' '' v * V -I .s \ % \ Hlinsxy, Goodman Manufacturing Co, Chicago, IlL 60609;'.$^>H. Yo*t, Jeffery/Mantt*- facturing Co, Columbus, Ohio 43216; G A? Bailey, Nati^sTube*DiY,'U. SiVStee) Corp, Pittsburgh, Pa. ^S219rjAMgs Euan,uuquMM Donald Mitc!hell,U. S. Bureau. ofMiries, Pitlsburgh^PjR.^15213 ;iWiuiAM Caizcr, Joy Manufacturing Co, Franklin, Pa. 16323; D. S. Kixgery,U SJ; Bureaqof Mines, Pittsburg,.Pa. 15213; S. P.; PocAcx, U. S. Bttreau.of Mines,^Pitbburgiv Pa. l52l3; Albert PASSi United Mine Woricers of America/DistHd^Na^lO,' Mkkfiesboro,.,Ky. 40965; James F. Wildey, Bethlehem Mines Corp, Johnstown,Pa,:15901.-; /i?v;V V* *.' ` '1 i . *' * -V A- Entertainment Committee--Evtsett White, (Chairman), Mine; Safety Appliances Co, Pittsburgh, Pa. 15208; H. E. Mauck, Frednan Cool Mhung1 C6rp4Chicag<Y HI; 60606 - Poster and Visual Aids Committee--Ewalt Hntzoo, ' (C^hnlm)VfHiana; - Gx; Cadiz, Ohio 43807; S. H. Mooney, Woodward Iron Co, Woodward, Ala,35189; Maurice Fowler, Duquesne Light Co, Harwich, Pa. 15049; .Max Edwards, North. American Coal Corp, Powhatan Point, Ohio 43.942 " Program Committee--Paul Lingo (Chairman), Bituminous Coal Operators,:^^AssnC Wash ington, D.G 20006; George Trevorrow, Bituminous Coal Operators'Assn^ Washington, D.G20006j G Gerald- Evans, North American Coal Corp; Cleveland, Qhio.44120; J, B. Benson, Southern Coal Producers' Assn, Washington, D.G 20006 ;;jAMnrF.: Wildey, Bethlehedt Mines Corp, Johnstown, Pa. 15901 - Membership\jcottmtittee--Woods G. Talman <(Chairman), U. S, Steel < Corp, Pittsburgh, Pa. 15230; Alex Keleman, Armco Steel Corp, Montcdal, W. Va.,r2S135; EvEXETT \White, Mine Safety. Appliances Co, Pittsburgh, Pa. 15208; Clarence Jesse,. Semet-'. Solvay Div; Tralee, W. Va. 24749; J. B. Benson ; S. IL Mooiw. Wocdward li^'CoL,1 : Woodward, Ala. 35189; H. E. Mauck; Emery G Olsen, ColumbU-Gcw^ra Sted Div, -Dragerton, Utah 84520 ' *. ' -. . . .''s . '>-* - . *' Roof Control Committee--William Parisi (Chairman), Pittsburgh CbalfC^,.Library; Pa.: 15129; Nathaniel Kirk, Ingle Coal Co, Terre Haute, Ind. 47803; Paul- Budzak; Freeman Coal Mining Corp, West Frankfort, III. 62896; A. D. SiSK.U.'S.Burean of Mines, Department of the Interior, Washington, D.G 20240; James Ijewer/ Jr^- United Mine Workers of America, District No. 29, Beddey, W-Va. 25801; A. J. Barry, U.S. Bureau of. Mines, Pittsburgh, Pa. 15213; E. E.. Quenon, Peabody Coal Co, St. Louis, ; Mo, 63102; CXyde Davis, Semet-Solvay Diy, Longacre, W. Va.V 25127; FrancisR. . Boyle, U. S. Steel Corp;, Uniontownl Pa. 15401; *jAgES D.'Ri^Y, Harum;Cbal Co; Cadiz, Ohio 83807; A. J. Nairn, Pennsylvania Department ofMines and-Mindralsln- dustries, Washington, Pa. 17884; Walter Davis, Pennsylvania Department of Mines and Mineral Industries, Pine Grove, Pai. 17963;, E. G Workman, W. vVa.- ;Department of Mines, Charleston, W. Va. 2S302; F. S. Leonard, Colorado Fnd andTrpti Cbi; Trinidad, Cola 81062; D. G Jones, The Pennsylvania State .University, i CoUege of Mineral 'In dustries, University Park, Pa. 16802; Charles T. Holland, West'Virginia Unhremty,' School of Mines, Morgantown, W. Va. s Publicity Committee--Rex Lauck (Chairman), United Mine Workers of America, Wash- ington, D. G 20005; Harrison Gilmer, U. S. Bureau of Mines, Department of ;theIn-' terior, Washington, D. G 20240; W. W. McClanahax. Jr, National Cool Policy Coo- ference, Washington, D. G 20006; Ivan A. GivEN, Coal Age, McGraw-HifiPubUshing Corp, New York, N.Y. 10030; GEOcz SALL, American Mining (x)hgr^ Washington, D. G 20036; George G Lindsay, McLean>Hunter Publications,' Qticago, Pl.,! 60603;; .-Warren H. Moss, Consolidarion Coal Co, Morgantown, W. Va. 26501^ *. - - j* v-l.T1 /-.j!'. Off-The-Job Safety Committee--I*. E. Briscoe, (Chairman), ArjahirC .ColBenes Corrp, Indianapolis, Ind. 46225; T. K. Sutherland^ Qinchfield Coal iTCo,JDahte, ;ya. 24237; . . Paul-Halbersleben, Sahara Coal Co, Inc,.^^Harrisburg^IlL:;^2946i:i.j80MAS; Loslx, ? Stohega: Coke and Coal Co, Big Stone Gap* Va. 24219; EwALT Hnzoo, Hanna{Ccial , Co, Cadiz, Ohio 43807; Wilbur F. Eigenbroo, West Virginia. Department of Mines; ; Charleston, W. Va. 253Q2; Paul Budzak, Freeman Coal MMng Corp,-Wert Plrankfort; 111.62896; Lbonard Pnaxovich, United Mine Woricers of America, District Nd^l, -, * '?a%'/u-*Tl-L - * , . * **.v Fairmont; W. Va. 26555'; Grace W. Mahdel, Bethlehem'Mines Conn. Johnstown, Pal 15901 \ //.-. v,v,r,-;- Advisory CommittM--*lL J.Akkshy, U. S. Bureau of Mine*, Department,of the Interior, WashlngtocvD. C 20240;. *Mi. F. Bumman, United Mine:Workers of America, District No. 7, llazleton, Pa. 18201; *Jahk$ D. Rxax.Y, ;HanoatCoal Gx Cadis, Ohio 43S&7; Joshua Smith, Eastern Gas-and Fuel Associates, Mt, Hope,W. Va. 25880; *!* H. Johxsoh, U. S. Bureau of -Mines;* Viocenne*,Ind.47951i *Cha*lzs Fztcosox, United m!-.:--h--j ***#. . .. " - - : .* - * Nominating Committee--*lL'J. Anxexy `(Chairroari)i' U.^S.JBurtau ofMines, Department' of .the Interior, Washington;' D.1 G' ZO^i^M.fF.'BMtxxAX/Umfed Mine Workers d ; America, District No. 7, Hazleton,' Pii. -118201; - James D, RxnxY, JHanaa Goal CcL, Cadiz, Ohio 43807 . ./ ;; Staff Re^restntative^-Cu'inon'H. Hoch, Natiainal Safety Council, 425 N.- Michigan Avis, Chicago, IXL 60611 ;) ' ' r Past General Chairman f . N/ t. \ c 1 .f .i 1 .4i * 4* !, . f-v V 0 0. .. .* F- 43 NWv 19d3-d4: nt&FIre Prevention DeptiNatiocal ' ^ s606:-'. :'.. 4. :.;| ineer. United'Engineers :&.' Construe-. - ;f tgineer, Masstnan: Construction Co, ' 'roduet Line Mgr* Mine Safety ,A|>*' ranee & Safety Manager, The Rust rsott.(Engineering Vice-Chainrum), ^ :Va. :23501 ;-t{oatr.fD.. Bombak, inpneer, Jityce &' Co^ Chicago, BL rpenters & Joiners of America, CarVDodsow, Mgr*; Safety Engineering, Iaboio F^FntxyTL Direetor. Edu- rriers ft.Cotnmqp-Laborers; Union, stant Manager,: Accident Prevention, rw York, N, Y. 10038; WahbwC: ytaon: Contracting Cd, St Louis, Ma . Tdchert & Sons, Inc., Sacramento , Gust K. Nmrfiety Construction Go* lief, Safety Section, Office of Con3. C. 2042L; Faso. M. Lwikcstoh, jric, N. Y. 10017; Aultoh D. Moi> Division, The American Insurance; y Engineer, Master Builders* Assad 's. 15222; J. Geqbgc RoarasoK, Exte Association,Jefferson City, Mo. Engineering Dept, American Mutual cables F. Sfabkell, Division Service jot, Chicago, IU. 60606; Richaes N. nc., Milwaukee, Wis. 53213; Geke Instruction .Co* Inc* Newton Highafety Brandi, U. S. Army Engineer udB. Wilcox, Professor of Indus- Fia. 32603; f ' ' 5 ] 1 , 7 i ?. j fineer, Department of Navy, Bureau he J; Williams, (Engineering Vice'jo., Inc, Base, Idaho 83701; tJosppH , Field Construction Specialist, Em5; Rudolph J. Behley, Supervising . 1 J \: 'Sa rim .."iE : ::M ' " H \* ,'r-itu I;El :~ vn - la G Bi Li , FI Ss G ,' Ml D ' ;;Ss D High V D R K k D m D C P 31 L 0 A P Horn B ol .V ;.l) Speci B c :Y S OFFICERS OF THE CONSTRUCTION NATIONAL SAFETY COU General Chairman--*tFKEDEBiac H. Deed, Mgr,Acad* Association of Mutual Casualty Cos., Qucago, IUinm Vice-General Chairman--*Gec*ge E. Aro, Safety Eng tor*, Inc., Philadelphia, Pa. 19103 General Secretary--*Raaxi J. Massman, Safety Hi Kansas City, Mo. 64111 Assistant General Secretary--Feed A' Hoeksby, Jr, F pliances Cd, Pittsburgh, Pa. 15208" . Divisions--Building--*W, R. Fkiz (Chairman), Insui . Engineering Co, Pittsburgh, Pa. 15222; W. G. Be Safety Director, Tidewater Construction Cd, Norfi (Engineering First Vice-Chairman), Supervising ! 60606; Paul Connolly, United Brotherhood of Ca penters Bldg., N.W., Washington, D. G; Donald W Aetna Casualty Sc Surety Co, Chicago, 111. 60603; I cation, Welfare tc Safety, International Hod Ca: Washington, D. G 20006; Robot Hagopian, Asai Dept Association of Casualty & Surety Cos., Ne Hakgseaves, Personnel & Safety Director, Fruin-Cc 63103; William G. Hawkins, Safety:Director, A 4, Calif.; William H. Kuucwood, Safety Engineer, Civic Cater, Chicago, III 60602; E, L. Krause, C structian, Veterans Administration, Washington, I Safety Director, Turner Construction Cd, New Yc UEwnpgE, Assistant Superintendent Engineering ! Group, Newark, N. J. 07101; Paul J. Naim, Safer ation of Western Pennsylvania, Inc, Pittsburgh, P ecutive Secretary, Missouri Ready Mixed Gonere 65101; Richasd E. Season**, liability Engineer, Liability Insurance Co, Wakefield, Mass. 01881; Ce Manager, Construction, Liberty Mutual Insurance ( VANUCKrEFr, President, Safway Steel Products, 1 Wasseeman, Manager, Cost Department Wexler C lands. Mass. 02161; Robert A Wendell, Chief, S Division, South Atlantic, Atlanta, Ga. 30301; Don. trial Engineering, University of Florida,;Gainesville, Heavy--*Eael W. Wheeleb, (Chairman), Safety Eiij of Yanis & Docks, Washington, D. G 20390; Jeeoj Chairman), Director of Safety, Morrison-Knudsen C F.JSuntuan, (Engineering First Vice-Chairman) ployers Mutuals of Wausau, River Forest HI- 6030 hi ional . ' fi TUC- Co, Rust m), IAM, , HL Car* ring,: Eduaioo, ento Co, COOTON, Itn> anee; soaExMo. ituai rvice o N. tore tighineer ldus- reau 'ice- 5FEH Emising -' Gxistriicticia? Engineer,:Travelers Insurance Go,. Hartford, Caun. 06102:; Sam-. Boom, . v Safety,Snperirisor,Gxrtr*cting^ Ccin^ -N^WlIe^Jsl^vPRtiiittrgfw ,P. ::;y-152K'|-'JGaiii^^W4^B(ianHbrv.'7M^:nreetpct.:dif- Saf^.Eaijiii>i'JofaiteA:|^^ ftPiper, F.-Bokk, CUt ^etp!Btlinc^j;IJ..S,-'Anny -:>'En^^^%^^VKaitm~Qty^Kinisu:-'Ci^:<Si''l^A'i C E CMU4;SMelf Engiater, - : .MaM^.Cwrtrocrioo^Gnj-Ksinsar' Gty.Mo. Will; Bpt TwCHPBDr. Safety Manager, -^.K'FergiisbaC^ Dam C CBiaEist Asst.Quef-SafetyEn- Dept ofr Water Resourcct/Sacramento. :Califc;958141 Nxa E; GARBER,'Chief, -Safety Bnuk^ U;yS. :Arniy Fiigjnegr 'DWaon. yortfa.Cegtral, Chiqiga ; Roaratt 7- Hartnett, Managing Engineer, Gxrtinental Nationallln- .*;''SurRncir .Groups'Chicago; 'Bl*60604; Robert L. Juricrire, Chief, SafetyJOffice, Chief of - I Engineers,-Department ofthe Ahtvt Waihingtoo, D. C 203l5; CtAYTOii C KnJBAT- v wcK, Ssdefy Engiriw,: MacLTO Grtovc * Co; Inc.&Grove-Sbepberd, Wilson ftKruge, *.. .,; -: Incy New York, N. Y. .10011; T.\-|y Laskowsio,' Project Safety. Engineer^ Oto Dam * Constructors, OraViUe, Galif. 45965; Howard S. Latham, Bureau Safety Engineer, Bureau of RecKraation, Denver 25, Cota: Daniil.W. Linaham, Pn)ert Engineer, Liberty Mutual Insurance Col, Atlanta 8, Ga,; J.R. CNtiu, Safety Supervisor, The Fluor. Gorp. Ltd, Los Angeles, Calif. 90022;'Etac L P*,-Ped!eyKiowIes: it'Co; ; ; SanFrancisco, Gdif. 94107; James A. Ramsey, Jr, Safety Engineer, C. H. Leavell & Col, Ei Paso^ Texas 79987; James Regan, Safety Engineer, Office of Engineering jDe* sign, e/o , Tennessee Valley Authority, Knoxville, Tenn.; William T. Rogers, Safety .. , Dir^otEbaa^Servkes, Inc, New Yprie fiy .N. Y.; Arthur L. Schmuhl, Daector, , Safety & Traimnf 'Divi^bii, Tin': Associated General5 Contractors of Aineneai'.lntv Washington,-D.'C 20006; O. C'WAnanEts, Chief, Safety Office, U. Si ArmyEngineer 1 District,St Paul, Minn. 55101 >-r: Highway--1*Eluott R.I&asxix/(Ckmrjium), Safety: Krtdor, HendricksonBrom ine., Valley Stream, N. Y. 11S82; Roy D. Wocbwokth, (Engineering Vice-Chatman), Director, Construction Service, Liberty Mutual Insurance Co, Boston,vMani: 02117; / Robert O. Nimmo, (Enginttring First Vkt-Choirman), Safety Coordinator, Peter Kiewit Sons', Inc, Omaha, Nebraska 68131 j tFno J. Bous, Mgr,, Safety Engineering Dept,Marshft\McI>iinan, Inc.', Chicago; TO. 60604; W- D.; BinnttG, Safety Director,5 ' D. W. Wnledm Co, IncV Sjcu^ N.; Y;; Homer F. OLA*^ Sitf^Ofi5&,'Dqi^^ niehf-of-"Commerce; Burton ofiPublicRoads, Washington, D. C.'20235; Fifing R./. Dwver, Mgry Engineering Pacific 'Dcpt/ReKance'Insurance Co, San.Francisco. 26, Calif.; Dean O.Lundahl, Mgr, Engineering Department, Reliance IrauraateGos, Philadelphia, Pa. 19106; Daue.R. Medsker, Dale Medsker & Associates, Atlanta, Ga. 30301; Roy H. Olson, Safety Engineering Consultant .Michigan Mutual; liability. Ca; .1 Lansing, Mich. 48915; Francis L. Orrp, Safety Engineering Consultant Office of Oecupatiaual Safety, Bureau of Labor Standards,Washhgton, D.C; Roy R/PetBesoh,. Asst Supt, Engineering ft Auditing Dept, Insurance Gonqwny of North America;` Philadelphia, Pa: 19101. . . :, Home Buildmg--*}oaJf J. Riley (Chaifman), Labor Director, Natioral Assoc, of Home Buiiders,. WasWngtoa D.C-; tRcraa.i, .Mome (Engineering Vice-Chaimim), '.Siipti of Engineers, Lumbermans Mutual Casualty KCd, Chicaga IU. 60640; Hnfflarr R. Westlumi> (Engineering First Viee-Chainium), Chief Safety Enginetty Argonaut UnderwritersIhtrMenloParic,'Calif.94025.r:: v : Specialty--*T. S. McI^KY,:YCfaARiJ;'Supervisor of ToeOjouses ft Safety, fieffildiiah ^>Steel Co, Bethldunh, Pa.; Deak W. Ward (Engitutring yice-Ckatrmm), John F.. | ' Beasky Construction Co.; Dallas, Texas- 75201; .tMARriM F, Mulhau. (Ertgmetrptg, i .' First Vice-Chatfma*), Mgr, Safety Enginaring Dept, Fred S.. James ft: Company, \ Chicago, IU. 60602; Fred S. Cameron,*Safety Consultant Ebasco Services, Inc, New Yorit- N.Y.r TreVor : Davtosok, > Mgfr^ Resmrch ft Devidr^unent," Bocyrut*Erw Coy ' J . V South Milwaukee, Wis.; R. J. Dougherty, Director of Safety, ' Stearus-Roger5 Cofp, ,! Manufacturing Ox; Denver.Coio, 80217 ;SamS. I agement, Dallas, Texas, 75225;;H. EailFululovi Building Trades Employers' Asstt.New York,N.;Yi II Hazard Control, Dravo Corp, Neville Island; Pittrim Research Engineer, National Electric^ Contractors E. F." Jones, Mgr, labor. Rdathns;& Safety, Com! Conn. 06095; J. J. Kelly, Safety Supervisor*1 M.M Wardie W. King, Chief, Safety Office, U. S.; Army Portland, Oregon 97209;- John V. O'Brien, Safety Bechtel Corp, San Francisco;. Calif. 94119;. Hni Methods & Equipment, New York 36, N.Y.; Huhth International Union of Operating Engineers, Was Whitehouse, Director of Safety,. .International Bi WariHngtan, D.C; Everett Witzel,Eastern Distric port, Gim. 06882. Projects .Coordinator--Rudolph J. Behley. Assistant Projects Coordinator--Sam Fite, Jr. \ Program Committee--Geobsz -E. Aro (Coordinator,j. = (Building); Jesoke J. "Williams (Heavy); Roy Dr "W Membership Committeer-GESB Wasserkan (Chairman Elliott R. Martin, Johk J. Riley, Earl W. Wheels Newsletter Editor--Sax S. Elions. Health Cdmmttee--Richard G, Babbitt (Chairman), Rockford, I1L 61101; Dr.N. G. Long . (Vice-Chau Insurance, Chicago, 111. 60640; Clare B. Schwab Wausau, River Forest, HL 60305; Jean R. Welsh, I Chicago; DL Research Committee--Dahiel W. Lenahah (Chairman). Public Relations Committee--Hunter P. Wharton (Cha\ Training Committee--Fred M. Livingston (Chairman). Visual Aids Committee--R. J. Dougherty (Chairman). Standards Committer--Frank M. Boodro (Chairman),, Special Projects. Committee--John V. O'Brien (Chaimai Off-The-Job Committee--Fred S. Cameron (Chairman). Nominating Committee--^RaBEsa A. Wendell (Chairma G. Hawkins, Robert L. Jenkins, Robert L. Moore. : tflSkW-*' < J Siicas, GonstructioQ Safety Han;cCbainnan, Board o /Governors, 3017; GatALoG.GnmN, Manager rgbi Pa, 1S22S; Chawjb.J. Hast, N Assa^ =; InH, .: Washington, D.C; lostiaa: Engireerin&Jnc', Windsor, ^Kellogg Cc4 New York, N.Y.; `Engineer Diviaon, North Pacific, ' Supr. & Labor Relatidas Repr* i T.yPiara^ Editor,Construction ft p.:Whasion, General President, ihingtbn, D.C 20006; :Vicn : E. otberfrodd^of-Htt^rijal ^Workers, t Mgr* E. D. JSnllsffd G6, West Staff Ret* '' Jfi.yc.jG Past Gene W..F. Richai Golpst: 1943-'4! . 1948t'4i 195I-S . -S 1955*5 % .'.RiA:? ** Adininisl r-i tTask Fc Co-Chairmen,. ,Wit G.: Bevsom 'oodworth (Highway),- , ), W; R. Frrz; T. S. McKosry, Jt'y />.; : .1 . President, j. Medical ^Supply Go* -man), Medical Director, Kemper rz, R.N., Employers, Mutuals of tN* Crane;Omstrucdon Go., Inc* irmanj. . Fakes Regak (Vict-Chaiman). . n). n)( Gesasd 6. Gkzffik, WoxiAK MaAafittMgMfggflM Staff Reprismiit^-CuitKirc J. Lvtm, National Safety Colnl,3:i<JB HiWB^p6r Avt,Chica^IlL 606tl. a ?. ^ .?cm^ '.- ,,> : i"--- '- V>.; ?s vcV * ,v: Past General Chmm^l9V^2i,Uo . Wownat; 1921-*23. F. A. Datoisow; 1925^*24, W. F. AmjbwkISB?-?^ W.' F.?Acsnii; 1926-*28, E. C- IUmiTC; 1WW9. W. R. Richaids ; i929-*31," Gw* Wemja ; JohhRussel, J; WM-'S, Eogat N. GotDstnre; 1935-*#, W-A. Show; 19-*41, R. J. Rxssujts; 19*1-4$, W. A. Haza*d 1943-'45, G. O.XSiipn; 1945-'47, Ljayd A. &ahcka*8; IW-M8; Fkaxk J. Cbahosu. M948-'49 ::Ono Sj- Holmshoo; 19W*'Sft J. A. De Loot; MSO-Sl, Hrn Kni 193l-'SZ, H. :W. Richasdsok; 19S2-S4, H. B. AizxAHtn; lftS4-*S5, G. P.;OTRoon 1955-'57, R. L,JJekioHS; WSZ-^, W. G. Hawjdhs; M59-'61,.R. L. Moose;1961-'63, .: v^ . " ';;:.CV> . *Adnnriistrative Coounittee ~ .;.>, tTadc Force-:''. i`o'-v 1; f-j* , V . .. ; \ . 67 Volume 9 > v '< c . .-<- . ;.r'?*: rt-:r;| <. "v r b-i V m ' National Safety Congress Transactiofis / * ' V- ^ ^4* \ I r ' r \ : S ;.li5/3C'..^i'rV! ^ V *. (< i K ' <j t Jr- fl i NATIONAL S^FEiy`iSl3l|fei.'> 425 N. Michigan Avenue Chicago, Illinois 60611, ; \; OFFICERS OF THE ELECTRICAL EQUIPMENTSECTION NATIONAL. SAFETY COUNCIL 1963^4 Central Chairman--F. .C. Perbgoy, Safety Engineer, Stanford Linear Accelerator Center, Stanford University, Stanford, Calif. " t V Vice Chairman and Secretary--H. A. Perkins, Chief of Health & Safety. Section, Western Electric Co., Inc, Baltimore 24, Md. ' *. . Membership Committee--S. J. Curtis, Chairman, Supvr. of Safety & Security, Burroughs t Corp. Detroit 32, Mich.,; H. R. Sinclair, Vice Chairman, Suprv. of^Safety & Security, Burroughs Corp., Plymouth; Mich.; J. W. Looped, Safety Director, The.Natibnal Cash Register Co., Dayton 9, Ohio; L. A. Miller, Safety Manager, ElectronicsDiv. of General Dynamics, Rochester 4, N. Y. / C ': Program Committee--W. A. Coleman, Chairman, Chief of Safety & Medical Records Sec* 5 tion. Western Electric Gx, Allentown,' Pa.; R. E. Whitesn*, Vice Chalrman, Branch Accident Prevention Mgr,, Employers Mutuals of Wausau, lUver Forest,' I1L; 'George Mac Donald, Vice President, Self-Insurers Service, Inc,*Chicago 4, Ilf.;J. AEdmonds, Vice President, Daniel Woodhead Co., Chicago, III. : * '*** Newsletter Committee--M. J. Quincannon, Chairman, Supervisor of Safety, Western Electric Co., Inc, Winston-Salem, Nr C.; D. Priest, Vice .Chairman, Safety. Admin istrator, International Business Machines Corp., Kingston, N. Y.; J, ML Transue, Secu rity Director, Philco Corp., Philadelphia 34, Pa. Research and Engineering Committee--W* j. Leemhui* Chairman, Safety Engineer, Distribution Transformer Div., General Electric Co., HUtsKeld,' 'Mass.;. Allan. Run, Vice Chairman, Project Engineers, Daniel Woodhead Co., Chicago, I1L; G A. Bu- . chanan, Jr., Manager of Safety Program!, International Business Machines Corm Owego, N. Y.; JoitN Carps, Associate. Managing Engineer, Underwriters* Laboratory, Chicago, 111.; G. R. Smith, Safety Director, Champion tamp Works, Lyim, Mass.' * ` ' *. Training and Publications Committee--B. B. cTurney, Chairman, Safety Director, Semi conductor-Components Div., Texas Instruments, Inc, Dallas 22, Texas; E J. Dymek, Vice Chairman, Fire Protection & Safety Engineer, Automatic Electric Gx,Northlake, 111.; Thomas McBrien, Supvr. of Safety, Air-Arm Div., Westinghouse Electric Conx, Baltimore 3, Md.; W. F. McChesney, Safety Engineer, International Business Ma chines Corp., Owego, N. Y. Off-ThC'Jch Committee--J. A, Waldron, Chairman, Safety Supervisor; Packard Electric ` Division, General Motors Corp., Warren, Ohio; W. CL Moorhead, Vice'Chairman, Administtator, Safety & Health Dept., AMP, Inc. Harrisburg,'Pa.; CT.Lang, Super visor of Safety, Meter Division, Westinghouse Electric Corp,; Newark, N. J.; G. W. Koch, Supervisor: of Safety, Western Electric Co., Inc., KearneJ^Works, Kearney, N. J. V. \ ..... - . ***\ f \ 1 V . 4* 1* . . * - *v'/ .* ; * t. i\ J *:; v / * - Long Range Planning Committee--QjxmxJL Mac Donalo, Vice President, Self-Insurers Service, Inc1, Chicago 4, IIL; M. L. Miixex, Supervising 'Safety, Engineer,' SVeatfog- * . house. Electric Coriv East Pittsburg!* . Pa. ;E.E. Gesha*t, . Saperrisor^.of . Safety, Frigid*ire Diy4 General Motors Corp^ ^Dayton 2, Ohio; J. J.. Lawu*,'.Loss Prevention Manager, General Telephone and Electronics Corp* New York 17, JJ.. Y. * t 4 ' r. . f* ( . . . t 'jt, t 4 * . ' .t `T' - Staff Representative---)6nru fl. Vaksickle, Industrial Dept., National. Safety Council, 425 N. Michigan AYCvChicago! 1, IIL ' V" : . ; e i .Vv j - ><?. i i i / / 4 i t V * t.... . 9 15 Giatt Sr Ceramics Section mean /response'-.time ihd variability both de- This stress-variibflity-unsafe act linkage creaseasstress Unapplied.: At 'tone' point is. cae which is particularly appealing to the operator; beconiek disorganised, as evi those of ns who labor .{or safety In' the denced by thevarlance 'oftbe response time dungeons of research. The critical question incrtsulngmiddlyl' This"large variability!* is whether there exists abasia foi1 this in ait'dbvi(^,^;t6' pi^eti(m error* and un-: the industrial setting.' It Is certainly. true': s^e'a^^;wd.subsdiIi^'ai^deilts. It baa that we cannot measure safety performance - ltmg' been believed that quality ofperform- exclusive, of product on performance, aswe anaandsafetyarehighly correlated. Tims, have.attempted to do in the past wehavean exampleof an indirect measure We. need to focus.our' concern more-on of safety since: quality of output- is modi safety measurement at. the microscopic or easier toobtain and describe tbsth an tmsafe individual levd as suggested by unsafe acts, act Variability,in.output falls into tins same or response variability. Microscopic or plant- , category. An operator who loses- centred of wide measures ate less instructive in point-; his task ii very likely, to lose safety,controL - ing out what must be done. There is no' If - this: :relationship can be/demonstrated,, those of ns in safety will haveanivedat panacea for, the safety , measurement prob lem. Our prcsent .mtastoes leave much , to a communication with management that they, be desired , and .there are alternative ap; truly understand. We will- have, btdlt . a proocheswhkh may permit better descrip-.: bridge between safety and production. Too tico. Perhaps research of this kind may. long, we have suffered under the unfair end- - lead, us to. greater insights into , the tnie- asm of; bring opposed in some senseto hature of the accident phenomenon and.ways production. of measunng and controJnhg it OBSERVATION--PERCEPTION By A. TIMOTHY.WAAD Special Servi*Asst,E. L Du Pont de Nemours ft Co, Inc, WBmingtoc, DeL An old-fashioned word for supervisor is . modds of machines, and may already be . overseer-r-one who inspect^, examines, arid pluming to talk to.you about-replacements; - observes. Though, the title may be outdated a painter .may see'the machinery only as a the .idea holds true: A supervisor, spends blur, but chances are heU know whether or - much o bis time looking over the jqjs.. not your walls need pointing; ar personnel Whether he's checking progress against plan man may estimate the cumber of employees on a scheduled operation, or tiring up per engaged in various tasks, and be may. form sonnel, or lookbigidr methods improvement, some impression of their morale. Each per he's-malting observations oti. which be will son sees the same department, but each pays probably base sane;action. The effectiveness attention to only a segment as a supervisorr-depend to a.latge extent on Though we see with our eyes, we observe, his capacity for, sharp and thorough, obser with our minds. Thefactors that make the- vation. <fifference are perception and attention. "Just looking" sounds easy, but good ob servation is an art To test the truth of this statement take two. or three untrained ob servers of different occupations, on a quick tour of your department At- the end, ask each one to .write down what he saw. YouTl probably find their impressions quite different Sight is like a door; through It passes ev erything in front of oar eyes. Perception is what the mind makes rtf these sights coming through the door; because people differ, their perceptions of the same'sights will also dif-' fer. Attention represents the opening or dos ing of tire door; and observation is the wd-: --and also'different' from your own. A coming in through the door of the particular; machinery salesman may note the makes and sights that interest to. 9 1963 National Safety Congress .. . How wdQ we see is determined by the . "Chance favon physical condition of the eyes, bat bow well. LomsPasteur^..' we observe is determined by interest and . and discoveries training. Helen Keller, without sight or hear . means .little; obi ing, has learned to observe better than many peoplecauldtell, people with all their senses. who first happene Certainly, anyone with normal physical equipment can train himself to become, a better observer. At Du Pont, an observation-perception training program is offered for supervisors. As a part of the training session, the mengo out on a field trip into a section of a plant They divide themselves into groups-- allin in destwJPI almost everyone f Fleming; who obi what to do about In industry as fa5 Iwtyf self operating me and more coinfo: one group looking for safety factors, an Fortunately, an other for cost-reduction ideas, a third for learn to become a conditions affecting quality, and so on. In Here are right sfc variably, even in the best-run plants, they practice* that hat are able to spot a number of conditions that supervisors to im could stand improvement In one plant, the central safety,committee, which had received training, made a tour to check cm such matters as condition of fire extinguishers, handling of flammable mater ials, housekeeping, and condition of tools. Despite the fact that tins was considered a "clean" plant the committee found 69 con ditions that needed attention. The tour paid off not only in safety, but in recognition, since the plant received top rating in the next plant audit by the safety and fire inspectors. Spotting problems is not however, tire only goal of observation. An observer looks also for new ideas to improve an operation, a process, or a product There are few, if any, plants or offices where observation won't yirid suggestions for money-saving and money-making improvements. Ideas can be found off the job.as well as on it Clarence Birdseye got the idea for frozen-foods processing by watching Eski mos quick-freeze their, food supply. Dr. Max O. Kramer was on an ocean trip when he noticed porpoises moving faster than be thought any creature that size and shape 1. Be selective - Any situation c frommany diffe once by the same wildcrhjg to try ti trick is to concern to observe at a pi ing open to. gene sor might loak'oi safety, a second operations, a tiur and so on. What will help him wit hell see his who! than if he hadn time. Both nariow-ar observation can 1 goal is clear. On centrated on the i handling. He can improving the us material. On the was asked to loo! in the departure for a* master; pb only relieved, tire could move in the water. He surmised that real economies ir they must have some sort of device to reduce ment surface drag.`When he got ashore. Dr. Kramer hurried to get himself a live por 2. Know what .to poise for observation.'As ,a_ result he has The more a si now developed a rubber skin for"submarines, job and bis respa patterned on porpoise skin, which is expected server^ he will to reduce drag on the submarines, and dou know-how if -the ble their speed under water. ceptance of super : Gtati' A ^tffUntCS f.Section'. v What does management myoiirtcbmpaiiy expeet-pf;'XonV;ftWeriari?" Safety? Mo rale? Cost cootfoIF-QaaHty? Tbebetteryou understand yqiqjr- jbb. dje betttt you can choosewhat to lodk for m al given situa tion. v:'.'-'-" ' . . : A seeminglysmall finding, can be tremen dously important-ifit indicates something wrong in aprocess orproductln one plant, a scale was onlyisEghtlyoff Zero. Bemuse the scale was uscdtnmix a product, the oil- zero poritimspoilaltheprDportiocsof tbe mix. For some productvsudi.as'dyevthe .consequences of even a!slight off-zero posi tion conldbe expensve. 3.. Practice observing The bftenw.youloojc With the conscious intention to observe, the, more you wiU see at each fresh triaL Like all skills* observation improves with practice Yotfll get even better results if you check from time to .time on.the accuracyof your impressions. At Du. Pont, a supervisor of an areai bring observed waDo aroimd with the obseryers. fieleariis many things he hadn't rioticedabouthis own. area of responsibility --and be is also able to. correct falseimpressions or interpretations: On one trip, an observer^.'mentioned that three men were working bn a jdlfthat should normally have been done by'tw& .The supervisor explained that the third man' was a trainee receiving on-the-job instruction. .. Don't define observation to your own job or your own department. Any new experi ence* like. a .field' trip to another plant or department or a visit to a new area, offers ai chance "for exciting new .impressions. Needless to say.giod observation is also an asset in. conducting one's personal affairs. In driring; espedally. the habit of noticing the important factors may some day save vow life. Keep an open, mind "Keep an;open mind" sounds Iik^simple advice; actually it's .the most difficult to follow. We are all, without exception^, biased to some extent by ourown experiences, in terests, and desires. We have atl de veloped the ability tb see what we want-to see. and to blot out unwanted impressions. . Fortunately for sum's survival, we alto have interests that urge' us to learn more and more about the'world. It .might be worth while^exunineisqme of tbefarces withinus thattend tokeepbur minds tidier opm or dosed.' r.; Tbestrongjest emotional terriertoinfoir-. marioa is Tendance tocXonger^de^jo retain the status quo. Everyone' ^ change to sonie extent;' and. some people are cither so fearful or so smug'thsit thgr ain't imagine any change as an improvementFear of change blocks recognition of alt but the; tbost inescapable fads that might threafei yd tfffptfj . Some desires , are amhhraknt^.The desire to have friends, to belong to agfmtp, will, increase a person's awareness of anything, that will hdp toe group. But at the.same time, it may dose his eyes to facts.,that might reflect on, or might be resented by, other members of the group... Tha-dean to think veil. of oneself .also cuts both ways. A situation dud can be. used for personal advancement will' command plenty of attention; at such arime* observa tion may be keen. But die same, feelingmay cause a person to shut his cyes._tp .aigr facts ungearing that he's not quite as smart,' as able, or as powerful.as he would like to believe. The need for action, usually spurs obsorya*. rion. Have you ever noticed how. fast you can - find suitable.. Christmas .presents. on Christmas Eve? Or take another, example: If a man learned that his company, would have to go out of business unlessjltctiil4 re-; duce its costs, how do you think this woold affect his aNZity to find cost-reduction op portunities? Along with resistance to change* desire for change isybtrilt into most people's personali ties.. This.Is the greatest gate opener of.all.. Some fortunate, people . have tremendous curiourity. They are always looking for ways to change things--and they frequently suc ceed. .The person who desirespbaagtis-ustii7ally bgea-nunded^asd be iedh usuallyrecog nize the importance of his observations. One ' way to increase open-mindedness is not to judge facts in advance. Don't deny. die fact, no mhtger.what conclusion it may seem to lead to. Keep, your mind open, at. least until.yoa have all the facts. .. 5. Don't be satisfied with general impressions There's,more to most sitoadoos than meets ' the eye. A trick drawing is -designed to feiol H you--bat a "clean" shop or a cartful routine you see; ask qu can fool yon, toa An example of tibia oc The questions,* curred in a laboratory where a technician, (espedally)tA was naming titrations--testing .the strength toe real 'meaxun pf ft chemical solution by dropping it into a graduated glass tube to -find fire sturdiest 7. Record obfet amount.needed to bring about a reaction with another substance. He'made three tests of the same chemical and got the same answer each time--yet according to the specification sheet, Ins answer was wrong; He. and ins foreman took toe procedure apart step by step without finding an answer. Then , toe foreman happened to pick up toe graduated glass tube, newly issued from toe stockroom, that the technician had used for toe readings Incredible as it may seem there were two number 27*8 printed on toe scale; Most of us a dno'tkeep jou even though toi later. On the job^ supervisor to ns each day--parti ing action. The space for coma results.. The no reminder and ai One of our teams walked through a spicand-span plant area. Everything seemed in order until they looked up and saw a con veyor moving on a monorail system without catch pans, directly over a bin where chemi cals were stored. Grease from toe rail could drop directly into toe bin and contaminate the cehmicate. 6. Guard agorot habit and familiarity You've probably heard the story about toe middle-aged man who bought his wife a sue 12 dress for toot twenty-fifth wedding anni versary--because that was toe'aze toe wore when they were married! In toe story, she enjoyed his mistake. In real life, toe might wonder whether he'd taken a single good look at her in the past 10 years. Habit and familiarity can blind you. It is well said that you can walk by a leaky pump in your own territory and not see it Most supervisors spot anemergency fast enough-- but little troubles pile up unobserved because toe supervisor's general impression of the department, based on years of experience, blots out details. What we think we see-- both in people and in things--is often only an assumption based on habit There's no easy cure for distortions based on familitarity, but you've won part of the battle when you recognize, and constantly remind yourself, that these distortions exist Further remedies: As you walk around your department, imagine for the moment that you're somebody else: the. plant manager, the safety inspector, the quality-control man, or a visitor. Let yourself wonder about what 8. Prepare d A For-some Ids is desirable. W! you'll get much visit if yon lean This ** true als know what the] how it distribu you can observ better questions For some tjn list is necessary If you inspect "safety," you mi --everything wi check for Jlttei flammable*, con meat, you're lik that can be con gency-escape to found 13 instant tenancy or pool might have Mot out of a danger It's harder tc serve things---jp tion already disc Do you pigeonl Try keeping an change; and, be him Incorrectly Do you hire good," , only to might have avo to be satisfied w ing prepared to 12 .v. A. ' `V 9 testionsas an outsider would. vkat, .v/tieri, iehtn,kow, and ywill often helpyou uncover g of tbe sitaattoa rvations systematically tie. not the BosweU .type-and reals of our observations-- 9 might make good reding ' though, ifs. important for a ake notes of what he observes icnlarly of'situations requirnotes should be dated,-with sent on action taken and on itebook can serve both as a i a record of progress. eeklisi . ids of observing, preparation' hen you travel, for instance; i more from each place you a a little about it beforehand. of plant visits; when you plant makes, hop it produces, tes. Who buys die products, e more intelligently and ask pes of observation,. a check ". Consider safety inspection. : for. the amorphous idea, y see little or nothing wrong ill look "safe" But if you r, obstructions, handling oftlition o! fire-fighting equip* ely to find tangible problems reeled. In a survey of enter* utes in one plant, observers *s of obstruction, poor mainr housekeeping; any of which deed employees trying to get 3us area. > observe people than to obSt the principles of observatussed remain about the same, lole a person at first sight? open mind, the person may tides; you may have observed in die first place. a person because he "looks discover a fatal flaw? You Ided this if you had refuted ith a general impression. Be* r the interview (even to the : extent of ! would hav Tooinai : words ala or. trainini you obset Respond, i facJalexi subtle dm movtment watching; many sugj organizing your exp every idea reveals th It's imp people are ance stem; and his. s ently, and point of v In such usuaHysu; Dr.Hai University don Centc a Princeh game was star playi mouth pia; One we mouthed to groups mouth. Es Glass & Ceramics Section extent of havinga nwntal;'^tecic !&st): a&o! nnmbriv<tf;titrie* eadi team broke therales, -wouldbavehelped. '-0' id'^the gsmfr Tod many people try to communicate with Princeton students "saw". Dartmouth break wordsalone. Your next interview,., meetings '^wiee. ajl nilny ruks at the Princeton team. - or- tza^nlxxEt session will be -more fruitful if : JBut- Dartmouth students saw . only half as you observe, the prison you're, talking to." npny violations by their own trim.: - Respond, not Indy fa his words; but to bis faria! expression oivlacknf;it, and totbe subtle this given by hand nwVement* foot movements; and posture. Remember that he's watching you, too. ' You're not gomg.fo get - . ` \Most.' Princeton students blamed* Dart- mouth for starting tite trbulde. Most Dart mouth students 'thought both teams were equally at fault many suggestions ,from si subordinate oa rer . - Fifty-five per' cent of -the Princeton men organizing a work method, for example,- if - Ssaidthat7Dartmouth had tried to. "gef- your expression tells'him that you resent Kazmaier. But most of the Dartmouth stu every idea heoffers or. if your restlessness dents frit .tiiis charge was: unjustified. - reveals that you're itching toget away. ';: ;- "It seems dear,"- Dr.r Cantril concluded; ItVimpoirtant to remember also that7 fear "that `the game' was actually many different people are oibjective observers; Many, a griev games, and that each version of the event ance steins from the fact that the supervisor . i.' was just as 'real' to cne person as other- and his subordinates see a situation differ versions were to other people." . ently, and that neither-allows fcirthe other's In industry as in football, thepartidpants' point of view. emotions and loyalties determine tew they In such misunderstandings, both rides are seetbegame, usuaDy sure they're right Itshould be clear by.uqw.that nobody ever Dr. Hadley Cantril, .director, of Princeton becomes a pdfectiy impartial observer. Per- University's' famous Perception Demonstra I haps, though, ifs equally 'dear that everyone tion Center, performed an experiment after can improve his observation sldOs. a Princeton-Dartmouth football game. The game was rougfa--so rough tint Princeton's, star player, Dick Kazmaier, :and: a Dart mouth player werebadly hurt .This improvement can't; however,-be achieved by reding articles alnut 'observa tion--not erven this one; Reading at best will provide some guidance for effective pnictice.' One week later Dr. Cantril and a Dart By knowing the pitfalls, a reader can over mouth colleague showed amende of the game come'them to the point where he will more to groups of students at Princeton and Dart often be able to recognize conditions as they mouth. Each group was asked to add up the actually exist OFFICEK Of THE Gl^S ... ;,v-V 1 : *. vi ' / '... { *). * *i national safety cdON'cii!li,i^|;#*tj|!|*; i V. * . . " *. V , ,. Vi . - * -*` ' ; * ' ' A ;* ->* K^;V<C': -' ; ./-.* ' `;- . GcneralChairman--JoHK'RHzmHTiMXM, Kaiser Refractories, Mexko,Mo. J,C First Vise-Chairman--Robot W. Moulton, Ball Brothers Co, Inc, Monde; IadL r ri. -. Second Vice-Choirman^-DoMt Nock, Pittsburgh Plate Glass Co, Crystal City, Mo. Secretary--W. W. Boxzll, Foster-Forbes Glass Co, Marion, Ind. a ; NewsletUr Editor--John W. Bu)om, Owens-Illinois, Fairmont, W. Va. I . ... .. - -- ( ),Off The-Job Safety Committee John J. Long, Chairman PittsburghPlatc .Gass Co, * Cumberland, Md.; Sam D. Wang, Kaiser Refractories, Coiumbtana,.Ohio; F*ANX Manning, Ford Motor Cd,/Glass Div, Dearborn, Mich.; *JamxsjH. GaibU, Bhe Ridge Qass Cd, Kfajgsport,TemL ( ),program Committee--Fsanx J. Bchtley, Chairman Brodcway Glass Co, Inc,'Brodc- way, Pa.; Sam D. Wang; Kaiser Refractories, Cofambiana, Ohio; jBonr.AnOEWj Owens- Illinois, Clarion, Pa.; *John B. Fullbn, Kopp Glass, Inc, Swissvale, Fittstorgh 18, Pa. x .. ' ' . 5 ' ,/ < - . '.V * ; ! Engineering Committee--Tnonr Castlt (Chairman),- Castle-Hanson Corp, Rochester II, N.Y.; Richabd Phouts, Owens-Illinois, Libby Dir, Toledo, Ohio; *JatMrn'E. Mon* bison, Pittsburgh Plate Glass Co, Pittsburgh 22, Pa.; Roam E. Evans, Pori Motor Go, Glass Div, Nashville, Term.; `Russell W. FkAWX, Ferro Cqrp, Cleveland 5,Ohio; .David T. Quigley, North American Refractories Co, Cleveland 14,-Ohio. Health Committee--Chxnv S. Ushxb, M.D. (Chairman), Owens-Illinois, Toledo l,Ohk>; W. G. Haxabd, Owens-Illinois, Toledo 1, Ohio; `JoHn V. SXenoall, Harbbon-WaBcer Refractories Co, Pittsburgh 22, Pa. 15222. Newt Letter Committee--Joint W. Bloom (Chatrmdh), Owens-Il FIranx J. Bentley, Brodcway Glass Co, Inc, Brodcway, Pa.; *H. Illinois Glass Co, Toledo 1, Ohio; Fbank Manning, Fond Motor Ca, Gtti DiT, Dearborn, Mkh.; E. W. MisxtNis, Pittsburgh Plate Glass Co, Glass Research, Hartner Twp,'Pa. . . . * Safety Promotion Committee--Faank Manning (Chairman), Ford Motor JCo,G3ass Div, Dearborn, Mich.; Joey Agnew, Owens-Illinois, Clarion, Pa.; Rkhasd pHXLun, Owens-Illinois, Ubby Div, Toledo, Ohio; E. S. Kwmi, Continental Gist Cb^HaadAtlaa Div, Wheeling; W.Va. Nominations Committee--1`Joseth E. Mokbison (Chairman), Pittsburgh Piste Oats Cd, Pittsburgh 22, Pa.; Clinton Balungeb, Owens-Illinois, Gas City, Ind.;'FkANX Man ning, Ford Motor Co, Glass Dhr, Dearborn, Mich. Membership Coo**rt*r--Howaj J. Baku (Chairman), Pittsburgh Cjprwtaf tGorgesBoet Allegany, P*ti Euwnt L.Wsay, Ball Bros. Co. Inc, Mtmdc,'!ifct;u5n*`C.'W06it< Pittsburgh Plate Glass Crystal Qty, Ua V Associations**9ciUn^;] &i^Ca, Fiber Gliu Dhr, ShdbyviBe, Ind.; Guwx S. Ushe*. M.p* Owens-Mtnol*. Toledo* V Obk>; *Rosnai W. Fluxx, Ferro Cor]L, Qevdaod S^Cwa' Safety * Contest Committee--Awmxw Qeeskx (Chairman), Pittsburgh Plate Glats.Co* Ford Qty, Pa.; .*HA*ty A. jAacsoN,`>Gcneral Motors Corp* Frigidalre Dhr*.Dayton 1, (Mo; IRoBar ErAKS, Ford Motor Co* 'Nashville, Term.; *EonK L. Wxay, Ball B^Eli. Co, Inc* Muhcie,' ItkL ' " 7!'V. ** " Training Committee--E. D. Miskinis, Pittsburgh Plate Glass Co, Glass .Research, Harmer Township, Pa.; 'Russell W. F*ank, Ferro Corp-. Cleveland 5, Ohio;..*jAKES L. Moms, The Federal Glass Co* Columbus 7, Ohio; John J. Fosm, Foster-Forbes Glass Co, Marion, Ind.. ` ,. ; . "Blowers and Pmggcrs" Committee--(Past General Chairmen), Fkn G. Andoson, Corning, N.Y.; H. ;V,.Gab0KU,.Owens-Illinois Glass Co* Toledo 1, Ohio; Joffx P. SnmanoN,, Ball Bras. Co* Inc* Munrie, Ind.; James L. Moaais, The Federal Glass Go* Cofambus . ( ),7, Ohio; J. C Drrrktx, Cranford, K.J.; T. R. Donoghue deceased Pittsburgh Plate' Glass Cd; W. G. Haeaks, Owens-Illinois. Toledo 1, Ohio; Ha**y A. jAaadir. FrigJdafre Div* General Motors,C6rp* Dayton 1, Ohio; J. H. Gatwia, Blue Rldge.GUss'Cx, . Kingspori,'Tern.; John B. Fuiaxm, Kopp Glass Inc/Swissvile, Pftohttrgh Russell W. Feakk, Ferro Corp.,Geveland 5, Ohio; Clymc C Rutntbc, 'Pittsburgh Plate-GUss Co* Pittsburgh*22, Pa.; John V. Skehdaix, Harbison-Walker Refractories Co* Pittsbargh'2,:Pa.; Edwin L. Wkay, Ball Bros. Co* Inc* Munde, Ind.; Clinton BstxiNala. pNens-llHnois, Gas Gty, Ind.; Joseph E. Mouisoh, Pittsburgh Plate Glass Gx. Pittsburgh.22, Pa. **'. Staff Representative--G. Shsnley, National Safety- Council, 425 N. Michigan Ave* .Chi cago 11, 111. Past General Chairmen t! ; > ; . >< . J. r; .V )f V y. sfv / <. t. 37 OmCHtS OF THE .. RUBBER SECTION .. *. . .. t *. * NATIONAL SAFETY c^vjaVj; '? * > i) '; -i' General Chairman--Fbanx C. Stakbud, -Safety Dir., The Firestone Tire ft RuUtr Co, Decatur, I1L *r.W * *#* firri Fice-Chairman--S. T. Buxaows, Safety Dir, Mansfield Tire & RobWr: Co,. lhos* . field, Ohio. * >* , * . * \1 Second Vice-Chairman--F. J. Frame, Dir. of'Safety, Goodyear Tire ft - Rubber1. Ovof Michigan, Jackson, Mich. ;.' * ? : .`S ' Secretary--N. Rr-HuNrxa, Safety Engr, Dunlop Tire ft Rubber Corp, Buffalo 5; New York. * %. Newsletter Editor--N. C Loxgee, Safety Sopvr, United States'Rubber Co, Paisaic/ NJ. ( -V Engineering Committee--G. W. Nickel fOwrmMj, Mgr. of, Safety,,Amatroog'^Cork-Co, Lancaster, Fa; C R. Coveet, Mgr. Safety ft Labor, Goodyear, Tire ft jRtibbar(Co, Industrial Products Dir, Akron 16, Ohio; E. F. Mm, Safety. Mgr, Cbpolyper, Rubber ft Chemical Corp, Baton Rooge, La.; *G. H. BuxkkAaxrr,'JDir. of Safe^.'GeMral .Tire V ft Robber Col, Akron 9. Ohio. ' ' - --: -.'7 Health Committee--*F. W. Sai<ds (Chairman), Ind. Hygienist, United States Rubber.COL, ' New York 20, N.Y.; R. A. Manning, Mgr, Safety ft Hygiene, Goodyear Tjheft Rubber Co, Akron 16, Cgtio; W. E. McCotuicx, Mgr, Ind. Hygiene ft Toxicology, The B. F. Goodrich Co, Akron 18, Ohio; L. H. Ballou, M.D, Firestone Tire:ft Rubber Co, Akron 17, Ohio; W. A. McCauslanu, MJD, B. F. Goodrich Footwear Co,Div. of The B. F. Goodrich Co, Watertown 72, Mass. . Membership Committee--+C. S. Kaocca (Chairman), Personnel kfgr, Carlisle; Tire ft Jtxkr ber Dir, Carlisle, Pa.; *}. L Dean, Supvr. of Safety, The Firestone Tire ft Rubber.. Col, Memphis, Tam. . .1 - 1 - ** '' Education & Training Committee--E. C Sheoo (Chairman), Supvr. of Safety, Naugatuck Footwear Plant, U.S. Rubber Company, Naugatuck, Com.; E. E. GounwonH^Safety __ Dir, Gates Rubber Co, Denver 17, Colo.; L. W. Boulton, Safety & Plant PngedSon Supvr, Polymer Corp, Sarina, Ont, Canada. r ' . ** Publicity, Trade Association, and Liaison Committee--R. G. FotEjT (Chair.), Mgr, Ind. Relations, General Tire ft Rubber Co, Pennsylvania Dtv, Jeannette, Pa.; R. S. Walxxb, Editor, Rubber World, New York 17, N. Y. Rules and Regulations Committee--*T. J. Cain, Ja. (Chair.), Kr. of Safety, The B. F. Goodrich Co, Akron 18, Ohio Statistics Committee--T. E, Leah, (Chair.) Safety Dir, United States Rubber Co, Detroit 32, Mkh. - ;V- Mv V .. . # * -A *" t '* * V > W *.M * I Rectalm Manufacturing Committee---k. J*. Avn (Chair.), Safety Supv, Nauplad Cbemi- ad, Div. of 'United States .Rubber Co, Naugatuck, Coon.; *ib U. BCnxt, Dtr.oflnd. Relations,-Midwest Rubber Reclaiming Go, East St Loots, III. t *R- W. Facsaa, Goodyear Tire & Rubber Go,'Akroti 14, Ohio . * ; " . : :'. *v j Rubber. Laboratory* Committee--JC B.1 Cdaarrr, (Chair.)' Supvr. of Safety, Annstroog * Cork C^ Ianoiitcr, Pa.; R. P. Ayes, Safety Supvr., Naugatuck Chemical, Div. of United States Rubber Co, Naugatuck, Conn.; E. J* Francois, Safety Supvr,.United States Rubber Go, Research Center, Wayne, N.J; .: Fire Safety Committee--J. H. Hagu, (Chair.) Safety Dfci Ohio! Rubber Co, Willoughby, Ohio;. M. V. Baxma, Fire and Safety* Engr, B. F. Goodrich Footwear Co, Watertown . 72, Mass.; Roir Johnson, Safety Engr, Armstrong Rubber Co, West Haven, Cokl Off-the-Job Safety-Comniittee-^*W M. GtAvr, (Chair.)' Mgr; of Safety, Health & Fire Protection, United States Rubber Co, New York 20, N. Y.; *M. R. Batch*, Mgr. of Safety, Firestone Tire & Rubber Co., Akron 17, Ohio; A. C Howard, Safety Dir, Kelly* Springfield Tirc Cb,- Cumberland, Md. Synthetic Manufacturing Committee--J. R. Witheaholt,' (Chair,) Safety Supvr, United ' States Rubber Co, Geismar, La.; T. P. Garland, Safety Engr, Firestone Synthetic Rub- . ber & Latex Co, Lake Charles La.; J. B. Chenoweth, Safety Engr, Goodrich-Gulf Chemicals, Inc, Institute, W. Va. v. ' .j ' / . ` ' Advisory do>mmitUe^--*C. E. Bier, St Clair Rubber Co, Marysville; Mich.; *T. H. Boyd, Safety Engr, Manhattan Rubber Div. of Raybestos Manhattan, Inc, Passauc, N. J.; *R. . A. Bullock, Persoond-Mgr, Corduroy Rubber Co, Grand Rapids, Mkh. 49501; R. H. Wilson, M. D, Medical Dir, The B. F. Goodrich Co, Akron 18, Ohio'; *S. A. Wright, Supvr, Safety & Hspkg, .Inland Mfg. Div, General Motors Corp, Dayton' 1, Ohio - - * Staff Representative--R. G. Belknap, National Safety Council, 425 N. Michigan Ave, CM* cago ML 60611, Past General Chairman v '^ ! 4 * e X. \ !I } National Safety Congress Transactions I INDUSTRIAL f: SAFETY-- ASSOCIATIONS NATIONAL SAFETY COUNCIL 425 N. Michigan Avenue Chicago, Illinois 60611 *. ! t f; \ \. t \ Evaluation of a Safety A SAFETY CONTROL FI IN A CHEMICAL FI By J; L. RICHMOND General Snpt, MiicrtTancona E. L da Post do Neman ft Co* Inc* D* The elevation of a safety program can employ- many approaches. It may be based on injury statistics, special inspections, or even individual contacts. These approaches are all valuable in maintaining a feel for the safety effectiveness and morale of a group. They have certain weaknesses in that they lack continuity and, when based on injury statistics, are after the .fact and do not serve to anticipate or predict unfavorable trends in safety performance. The.approach which I wish to discuss this morning, while using some of these tech niques, is based.primarily upon injury causes and includes the feature of control in addi tion to evaluation. We believe that this method of evaluation can predict trends in safety performance and thus, by anticipating injuries, assist in preventing them. We have called the program the Safety Control Pro gram, or more simply, S.CP. The S.CP. program was developed sev eral years ago by one department of die. Chambers works as an attempt to establish a quantitative evaluation of safety perform ance and safety effectiveness. This program is an adaptation of typical quality control technique used In production and makes lib eral use of statistical quality control methods. The program was established on the major premise that every unsafe act or condition represents a potential injury. We then went on to make these assumptions: 1. Safety is one product of the production effort 2. Each potential injury is a defect in tiie safety product 3. The number of safety defects found in a sample of the work area is a measure of the effectiveness of the safety effort Based upon these assumptions, a statisti cally based method of sampling, inspecting; and analyzing was established. 1. The pi approximate' that could t Z The ft tabllstad as of throe sec 3. The in one senior of lower mi dom. 4. The da the inspect!* random. 5. In add! his assistant port the pro tacts only. & A mee spection pet served, the observations, average turn ported. 7. The st number oof After a s sible to est limits basec course, perf* What is a can only b correlation ' ance. If the pla> and if the i and the. nib meaningful control char management changes in t fore serious 26 a r Program IOGRAM .ANT taring Dept, eep Water, NJ. # ant was divided into sections of ly equal "activity and of a site inspected in 15 minutes. requeney of inspection was es* once..per week for some group ctions' to be se4lected a**t random. spection team was mide up of supervisor and three members pervision to be selected at ran* iy of the week and the time for an was also to be selected at idea, the area superintendent or accompanied the graft to' sop* gram but to make personal coo- . ting of the group after the in* mitted a review of items ob* resolution of any questionable , and the.development of the nber of observations to be re* atistical clerk* then entered tins be safety control chart. cumber of inspections, it is pas* : ablish upper and lower control 1 on previous experience. Of xtion would be *to observation." permissible number of deviations i established by experience or with the units' safety perform* nt has been properly sub-divided inspections are well carried out ;s faithfully adhered to then a control chart is developed. This t can be watched by the area and it mil signal significant he safety attitude or morale be* safety problems are presented. The i now tc or **wb from t actions 1. T! weekly the'led ZG area trt over-all 3. In morale her of a. Sa men. b. W other. elit supend organic d. Si rnunlca e. Sp Ietins. The yornTl is to si Then the S.C This t reviews iteded tkns may n makes imparts the ms area dr can be ohserra ` It is prbgraz of the ness of by pen tocted | be care check i team, i the ob action i H, ' Industrial Subject* Stttiont Tlie most rignificant part ofthe program There are a number of- cautions .to. be now foDowi'and thatis the second phase considered in the use of such a safety control or "wbst ii date inresponse to the.signals program:. from theccotrol chart" There an nuny 1. It is not a substitute for the traditional actioos to be taken: safety or housekeeping inspection. 1. The specific conditions noted in any 2. ' The rales must be faithfully followed weekly inspection an promptly reported to in order that the results an statistically the' section head and immediately corrected significant :. 2. Conditions which an indicative of the 3. ,-The SCP. program will not of itself area trend should receive full publicity and improve safety morale or.performance or. overall ana cometipo. - eliminate injury unless the results are studied 3. Indications of lessening of good safety and promptly acted upon. morale should be faced promptly and a num ber of actions an possible^ such as: a. Safety pledges to be signed by work* men, b. Written publidty of one type or an* other. c. Vettingswith,department heads or group supervisors to develop action through line 4 It does hot trice the plaeeof many of the well knownsafety techniques -- it is merely an analytical tori which can shed some light on the effectiveness of the tradi tional programs or any other program. The atnngth in the SCP. approach is : due to several factors: . . 1. Il ls based on "in the field Inspections." organisation. , 2. It provides numbers and graphs which d Special training courses in safety com* munication. make for good publidty, an easy to follow, and generate interest fas the wage-roll people. e. Special safety programs and safety bul letins. . The solutions used an familiar to all of yon.-The chief function of the SCP program is to signal the need for the special action. 3. In the course of the SC.P. inspection, a certain number of safety contacts are possible. .4 Since jt must be done on schedule, a slackening of interest or activity is qoddy apparent. Then is one ground rale with respect to the SCP. inspection team that is important Tins team,.after making its inspections, reviews its results, and at that time makes its derisions concerning questionable observa tions -- in other woedvthose that may or. 5 it is an excellent administrative tool which gives the plant manager a simple summary of the performance of bis unit In'setting up such a control program the following points may serve as a grides may not be a safely statistic. . .The team 1. Initially, work oat thoroughly-your mate its derision that and there. It. is also mechanics as to just bow tile program is important that a Idas is not introduced into to funetkn. ; the inspection team as a result of a local Z Include s statistician or quality control ana drive or some particular condition. This person onyocr task force. } can be cheeked by reviewing the specific observations reported by the inspection team. 3. Adequately explain the bosk funda mentals of quality control, random sampfin& " It is equally important as hr any control and simple control darts to rii those who program, to run a check cn the effectiveness will take part of the method -- in tins case, the effective ness of the team as observers. This is. dam by periodically sending out a specially se lected group of persons who an known to be careful and thorough observers to run a (heck on the regularly selected inspection team. At times, tins turnovers a defect in 4 In advance and as a port of your reg ular safety woritdescribe this pragmas to ril nRnmn n new arch tm ns that the inspections are derigned to yidd oily a numerical rating of the safety health of a department the observations technique and contain 5. Allow at least an 8-13 week period action is required. for Tweak in" before establishing control 27 f i 1963 National Safety Congress limits. As in any new quality control program employing "c" charts, drastic changes will occur -- probably during this initial 6, Establish control limits and 'modify the limits only on a statistical teas. 7. Publicize widely the resalts of each inspection. & Take immediate action when the pro* gram begins to. get out of control or an un desirable trend becomes apparent 9. .Retain as a management tool only for a lengthyperiod. 10. Avoid politics and bias on . the inspec* tioo.-Do.nq random selec jj. Later worthwhile. may- be. E< terested wag dude them i jifttion, I believet the S.CP. i partidpants, obtained Whi continuity. I to determine effort blit ah SAFETY PROGRAMMING IS MY By 7. A. DUDDERAR General Supt, U.S. Steel Corp., Gt My task is to report a method of evaluat ing our safety program so that I can assure myself, as general superintendent of a steel plant, as well as demonstrate to my superiors, that we have an effective safety program. ances. An as tion in gene examining ti toprove tha1 been met First; I would like to give the background. If you w> In United States Steel, safety is a line re presupposes sponsibility. Using the. safety department as or required; technical advisor, I must accept; implement published an and audit the safety program to make sure your activity it is effective. United States Steel has had your various for many years a unified approach to the To estabK safety program, and as such, all steel plants meats, we n in the corporation are operating under the how do we same general plan. The particular plant that safety progr I represent has, as a. matter of record, op a story I r erated more man-hour? without a disabling working on injury than any" other plant in the steel asked by a < industry and we proudly call ourselves,'at expect to gi Gary steel works, the "safety champions of piece of n the world of steel" This record is in excess "that's easy, of 17 million man-hours. While we made rode and I s tiiis record in i960 and have not yet ex an elephant, ceeded it, we have in slightly less than three pieces I da year? exceeded eight million man-hours at have an dep' least five times. In a way, When I talk about evaluating a safely .just that -- program, what do I mean? Basically this is pieces "knot an audit of our safety activities'and perform safety progr : '[ ' v t permit interference with the .'tioo5, etc> ccce.established. add any innovations you deem Tryont ordiscard as your need ventaally, as qualified and in,-eroll personnel are available, ina the.prograrato widen partld* hat if care is taken in organising, jrogram and in training allthe a valuable evaluation method is Icb has the additional feature of t enables die manager not only : whore the plant is in its safety so in what direction it Is moving: RESPONSIBILITY uy, Ind. dit, by definition, is an examina- ' ral: producingthe records and ie substantiating date in general t certain standards or goals have ould: perform an audit;, then it that certain .limits., guideposta; lents have been prepared and d die audit wiU.then prove that es mee^ exceed^ or. fallshort of measuring units. . sh these standards, or require* rnst have a safety program, bnt know if we have an tfftctive . am? Let me illustrate thh: with ead the other day: a sculptor a statue of an elephant was airious younglad, "how do yon rt an elephant out of that big xk?" ` The sculptor answered, son,. every .time. I. look at this lee.a piece that doesn't look like I knock .it off. Whca-aH die a't. want are knocked. off m bant** an effective safety program is a work plan that has the extra deed pff'i imtii'.U . becomes a am. : To be tbatisii reriewM have*-bet La 194 gram w shot-gun (firectsi juries* dewlppe safety* 'This* experieh We rets ,eh de specified - die' hum .yearYe tahalatic were sp for % t specific knowledi d study themed training awarene By dr t Go sheets; 2. Sp werethi , 3. De start to . 4 to job, program traced detennii and it c of a*^st . This] ever, as wai"af had to' to spot i By 15 that . we tential i take act oc-v--o-gns- gnmtii  National. SafetyiCongress Trdnsactibns 14 V # * X: NATIONAL SAFETY COONiat . , >.*. VLC . V; *-* ?*<:<>*1' 425 fi MiduQOii Ayeou ' _ rp v* * : *v!'' Chicdoo#ttnois60611 Y`V * OFfJCt;f4-,-,.H-i,-*. .-is* ^^ *'>>- rj' i*>v^^ **$bv -;?t >,,=> ". MARINE SECTION ' : . ; fC^-Vs 'fr,y.:....f.^:.VN ;*? 4^1.y- .#& -* s . _ * General Chairman--D. L 'Bix&anah, ' SteelOorpu QeValuid. Ohio44113 : * * * .*. *-...------. .-. .v. J-- V ._____ ' Asst. ' . -*.**'-. Mgr:,. Operations,' Pittsburgh v- * .- *' A. - Fleet, U. S. 'wV'r ;iV \ * * Executive General Chmrmim-G. HJE.Buxtow, Dir^ SafetyBureau, New YorfcShippJnf Association, Inc, New York, N. Y. 10004 ` '` 5ecr<tory-^ ^KAonMtD Mxtchjoi, Dir., Burea oflnfonnatian, American Merchant Marine. Institute, Inc., N^w York, N. Y. 10004 Advisory Committee (Past General Chairmen)--Catt. ^ E.*Mackey, Asst Mgr. Operations. Marine Dept, Texaco Inc, New York. N. Y. 10017; R. W. Bcby, Vice Frea, IMtcd FnutC^Bosto^^^ W. Lyle Britt,itxeci VicePres, Anxxican Expoetaad Isbrandtsen lines,; Washington, D. C 20005; R. E. O'Biax, Moore-McGormack Lines, i . Inc; New Ycdc,N. Y. 10004; L. H. Quackxxbush, Vice Pies, States Marine Lines, NewYork,N.Y.' 10004; Catt. Jowxs F. Dmnr, Vice Pres^ Urited States'Lines Co. New York, N. Y. 10004 !. ><- a J. ` * ,* * . .' $ Vice Gehii^Chedrman--Exmxt P. Amur, Safety & Wage Adm, Castte ft Cooke, Inc, Honolulu 2, Hawaii ;J. Axockax, Gen. Mgr, Marine Dir., Humble Oil & Reining Co, Inc, Houston, Tex. 77001; Sydney Biaceixoge. Vice Pres, American Export and Is brandtsen Lines, New York, N. Y. 10004; C L.Boyle, VkePres, Transportation, Son Oil Co, Philadelphia, Pa. 19103Cast, T. C OnnmjL, :Vke Prim; ShipOperarianv American President Lines, San Francisco, Calif. 94106; C A. Goirtx, Marine Safety . Engr, TJie AtlantkRefinbgOx, Fhiladdphia, Pa. 19101; Waxxwugbt Dawamr,S*fcty Engr, Bethlehem Steel Co, Bethlehem, Pa.l8016;\VM.EcxiiT,Sefety.Dept,Ineerkke a SJ GW Oerdaiid, OUoJ44U4; Lawancx C .Pies; OBfonda .Sh^kv Cow San Frandsco^ Calif. 94120; Robot ^.Geay, Mgr, River Operations, Ashland (XI 4k Refining Co, Ashland, Ky. 41101; John L. Hoaror, AsstMgr, Marine Dept, Ow.tlni CTffs Iw Cb, C^ W; ItfKLua^-Mg^'Halted StatoOptratinm, Socoriy MObil 08 Inc, New'York,' N. Y.i0017; CArt:' R.N. LitVage, SafctyDir, Farrell Lines, NewYorlc, N.Y.10004; John W/Manxino, Suptof OperaBoris,~Stes- ship Dir, .The Hama Mining Co, Cleveland, Ohio <44114; Wnl C McNcAt, 0& Tnhs- port Co, New Orleans, La. 70111; F. A. MxcHUnrc,: Vloe' Pres,' ^ 'U Me&Hag'lSsrge Lines, Joliet^ 18. 00431; Room Raws, Vke'Prei^;I^Mri^'S^Cia^;ll^Ort^^ La. 70150; R. M. RscHaansciw, Vice President, Operations. Matson Narigatlori Co, San Frandsco, CaHf. 94105; CAi% J. B. RtTcxia^Mgr, AccidentiPi^ Bros.S S. ^Ga^P.i6.:,Box;50^^New^OHea!!v^^^^ S. S. Co, Inc,. Ne# Yorig N. Y. 10005; 4^* - -^fivV */ - . , .1. S ". ' a v; .. i . r : .* J: v"-;V T. Smith dr Son, New Orlean* La. 70130; ANBttw.JX: Son*, Inc, New York, N.Y.j . ; 'IjuL'^jZ ; '.I r .? s/ - ; - : . .- ;'?r:v.y PiVr Chairmen--R. WW. RBemrryv; WW. TLyvlUe Bnuullll; rCanptt JTo/mneims FF. DTeVvlinvlin^ V-'Vv i1-,:--' sv Secre/ary--Bruno J. Aucenti Pr iMcef VGCenlicerrwal CvnhaafTirTmmainrl (*Jtt/Hvs\/i 4ir /16 uw/T7Vtf*M ^mandant, U. S. Coast :j> aw<hw :<v> Vi 'V> .vi .Vg/*7 . Assistant to Vice General Chairman--Catt. A. H. McGomb, Jr^.U.S.C. G, .Chief,,Inter-; national Meantime Saf^' C^Hinating Staff, U. S. Coast C^t^ ^Vailiinij^oo, D: G'26625 * Administrative Consultant--Harold M. Wick, Port Washington, Long! Island, ' :_, ' . ; >''.- ' .K . '*: V. '.y,-i-,.yV','y; VoVyt,>j> 11050: Editor, MariniNewsletter--W. D.' Lindsay, JDir., of.Safety.'tJni^;^^ , - \ ' ; York, Nv. vY.\Min00m11i . f . - .* i: *. -5 ..I*1 ., :; -.... .<*> V-%.' \t **.} ?;:.* < -.*% *.* .J ' . ..' ' .. . ' i Iy\ .. Assistant. Editor--Jonv R. Blackeby, A -st. - Vice Presideh^^AsneHcai^lBtQ^^<bf.?Si^l^^iK; , New York. N. Y. 10004 ; V 'V- Chairman, Program Committee--Jour* S. Smith, Jr.,; ChieLJ^Rgr^ Todd .^ij^^\Corp^ rfTM York. N. Y. 100M .^V' v^r . ,v^: :.T iJS'V: : : ; -.'* " W:V -}?, >; ij&V, .L??>X Discussion Groups: Chmrman,. Liaison^ Committee-^-CMT.\R: H. Su^ > S53.V'.;v" SafcftycDept,* . United States P. & I. Agency* Inc*,New York* N; Y,'10038liO ^ Atlantic Area: Cargo^-CATT. Mi J. Suluvax (C^nnanY^tSjr^tih^^^^ ' - vention.- Marsh & McLennan, New York, NCY.`-100b5 rI^M Chairman), Asst. IMr.:Saf^^>5dnmr^iV^i^ Tanker--Richako J. Quegan (Chairman), Employee Relations Assistant (Satev)* Marine -Dept,' -Texaco -Inc, `N-eww YYoorrkk,, NN.. YY.. 10017VW, t. Avwrr ^nrn^Jp*&:fengrii Socony-Mobil Oil Co. New York, N. Y. 10017 :; .v ^; .y.'- :. *< i-'i .'.i.`.j Pacific Area--L. O. Coffman (puirman), Safety: HngrnvMatsoniNavicatkm^O^ , Francisco, Calif.. 94105 * . < . .. Gulf Area--Eakle^ SMtrH ; 36601; Caft. Paul Pollatt (Vice Chairman); ^af^y'Jic4* New Orleans, La. 70112"' ' ` -/ \ ; Great Lotus ^nro--Robt.-.-E,j KjtATtw (Chaln^ Vessel Personnel : Services,- Columbia Tramp.DlvvOglebay Norton Co.,QeYeb^OhJo44ll5:.^ /nland lVaterv^sArecr^T)AVE)A^i\Qxurman), Safety,Dir* Ohio River Co*- Cincinnati, Ohio 4S20i';'E;^HOMA8 Dkennan (Vice Chairnm),Mgr., MarineDept, Material Serv- ! , iceDir^Gericnl:lj^iKmf<^rfk^ ^oc&porc^;IIL^Sb4ilt-;ie-i*^4^ iz^' ' V; ..* V ' ; '' '.*<:': v-=i '*. 'i* *. -* v *V * ^ s ., Government-Disausiotiy& .{ '.. V*vt? - : ^ **v.*:.* - ; " ** BabACH(Chairroah), U. S. C G. Chief, * V. MenAartMariiKSafetylHv-^ Capt. HinraETTlR^ BjHoi> (Vice Chalrmw); At^ tion, New York, N.Y, 10004 ' EHr.,Maritime.Ad^ V`;V . ;`-U-. -' ")'' :''H. s :y,:; .vV- . Chairman Me^^s^.^^mUtee--^-^rT. R.; P. W; WXtioca, Supt(Operations) .Marine Dept,.Tex^oo Ittc^'Bort^Arthur, Texas .>;.h</. v ; - .* * - ' 4 * ** Chairman; Statistics and Contest Committee--RLCoe, -Safety Dir., American Export and Isbrandtsen lines. New York, N. Y. 10004 ; v. ;.; ; jij United States lines Con New Yoricj N. Y: 10004 Chairman, AxoordsCommitieef^ Papers)~B*VVO J. i 'AtJcawn, Pres* Marine Index Bureau, Inc^ NeWVork, N. Y. 10006 i ,. i. 'i . V *, .- Chairman, Poster CWtmiV/re--Robert Snow, Marine Dept,' Isthmian lines, Inc., New York, N. Y.>iO0C4 ; ... , , . _ ..yyi Chairman, Visual Aids (Motion Pictures, Slides, <c.j~J. i HuGHES, Supvr. b Recruiting & Training^ Taa^^ 10017..'* * -r\, . ^ I'..', *-," *.. '*** y< * :,y i--''. i '*. . * ; t J . r"; ; V' j, v '* . - -... Chairman, Public RelaHicais -Cainn^tee^Fs^VK BukrH/^ TOr*IPiiStfc Ifclatxma,'Moran v.;V Towing & Transp, <^ New York, N. Y. 10004 MariUms Associations CoiitiuMie^ CA^.f Pi; ki Institute, Inc^: Nw ,Yori^ 'K.'; Y. 10004; 'Rai>hXJEannr;; Steamship Atsa, San ^Frandsco; Calif;. 94111; BtAxitm; B. Cam, Pi^^ W ^jherien Waterways Operatorsj lnc, Washington,; D. C 20006; Inst of Marine Underwriters, New York, N. Y.10038r ). RoaiXT SNYxa^ I>ir^ Acck}eht f;;94in ; . y * "vj r>r V' Government Committees: Chairman, Comn^ee For Safevjtv^V^dtiM p^enie Tfonsporibi*. Vick Atm. Rot A. Gano, U. S. N^ Commander, Military ^ Trans^ Serv)6(; Depttc^ ' ,,V.-'%*. . s- ^ ; *< : '*..; t -/IM SI jl vV.- W- .* .*  . .:* * / ... ^tteNavy/ Washington, Military Sea Transpbrataiori'ScrvicevDiept'dfth^ CkaSriium; . U. S. C G. ... D. C. 20025; Rea* Adu. Washington, D. C 20016 Chairman, . Admin., Washington, D. G 20025 .: 'v;; S"to# Representative--L. W. Dutton, National / Chicago, III 60611 v : , vi ,4..... r-`* \# *.'v . S' v!\-* g* ;V*v`f$ **. .. ^ff, \ J, ri '< ;'jfn 3a \- - Xpj S'>l| MkhiganAvev . I - 'i!1; - i - ; V,.. S l-'. .I . '}V'-t .vty.'il / . ' *,4 > -*>:. " /.' :'* ' -' " , .' . S' T.'X ; v ; . J,' '.UrTi* . *. *' fl . ' " \ v:M ( ' C-/! '-.-'-'.. i>-;A*;/=x.^'>trV^*?'-,>* -i;r.7 ..; .; ;4v; . 'S'---.*?;i.-*?" ...-?. ,\ ' .-'--'i :; j.VivH/i'vv;;.^ ->'V: \ j .x . f-:'' -. / . -; i *i i'-s5v>i ^.T ~ . ; -'.X: -.5 `\V.:--:. V ' ' 'TJ : :' : .' . X; = i- . : ; >; <. :. .' .. /; . < . -.v>:*; r '' ; -;X> 'v ; ; *> !j:t /`; /. X V 82 :;: ; : -.r!: .`oV.* ;' : vV ;/ -' 'vk;;.V' : r- l Transactions 9 y E / 5. 5' : & 2f. i. * L ; ; .* i i 4 t v NATIONAL SAFETY COUNQL 425 Nt Michigan Avenue Chicago, Illinois 60611. UNDERSTANDING THE VISUAL P EMPLOYEES OVER FOI By JACK C. COPELAND Vi Consultant, Bausch & Lomb, Inc, The statement "your eyes are failing" sounds catastrophic, but it isn't necessarily so. All eyes begin to lose some of their near focusing ability as early as age eight Focus- ing your eyes for near objects'is called ac- commodation. Tins faculty decreases pro- gressively until an advanced age. ` convex. Before crystalline tens: to focus closer t The. crystal-dea encapsulated in which is si We first notice our loss of accommodation when small print 9 in. to 10 in. from the eyes is difficult to read, causing us to move it further away. This occurs for most people between the ages of 40 to 46. A few are spared this inconvenience until 49. parent capsule i ence by a ringcle contracts t thicker and mot eye for near. V lens flattens, bo When we begin to need stronger glasses for reading after 40, we call the condition presbyopia. 'Most near-sighted people in their forties can see dose by removing their glasses. Far-sighted people in this age group cannot and are more handicapped. Also, the near sighted usually show a slower onset of presbyopia than do the far righted. vex> titos penn The flexibility line lens changes the lots gradual It also discolor, transparency. 1 for presbyopia < stated pre Visual loss at the near point in people past the lens begins forty demands immediate attention. The . so slow that wc cause can be two fold: (a) pathological or dine until the c (b) physiological. The pathological causes .line lens can no represent diseases such as cataract, glaucoma, jects doser thaw infection and the like and can lead to blind- after the near ness. The physiological causes are usually necessitating thi presbyopia, far-sightedness, and astigmatism. for reading. Bee These never lead to blindness. They are nor- . dation is progp mal conditions which most people acquire the power of d and are correctable with glasses. sary. No one living to middle age escapes presbyopia. Some did timers frequently brag about not needing glasses for reading. The truth is they are usually near righted and cannot see dearly at a distance without glasses. A few oldsters notice a phase called "second sight" which permits them to'read without spectades. This condition usually precedes the development of cataract and is a pathologic (disease) process. The best meth was invented bj form of bifocal lens making ha available a grea tade lenses. Oc incorporate two, each useful for Optical science 1 much on Frank When the eye is called upon to read or see small objects at near distances, its in`'Hemal crystalline lens must accommodate. A mechanism within the eye changes the curves of the lens so they are steeper and more single lens capal focus. In the early j menters discovei stitute for a 1 4 ROBLEMS OF ITY Chicago one is forty years old the is clastic and flexible enough than 10 inches, e of the crystalline lens is t gelatine. This material is a small, round transparent raped like a lens. This banss held around its drcumferKke muscle. When the jnushe gelatinous lens becomes re convex, tints focusing our Vhen the muscle relaxes the rooting titinner and less contting us to see far. ' and elasticity of the crystali with age; As we grow older ly loses' some of its elasticity, t slightly losing-some of its his aging process accounts >f loss of accommodation, viously, the aging process of at eight hut the process b : never sense its gradual deirly forties when the crystallonger accommodate for obt 10 indies. Each year therepoint recedes, progressively : wearing of special lenses ause the detime in accommotssive, periodic increases in re reading lenses are -neces- tod for correcting presbyopia f Benjamin Fianidin in the s. Since hb time the art of s improved greatly, malting t variety of multifocal spectupational lenses frequently three, and even four fields, a different working distance, las not been able to improve tin's invention. There b no ble of providing a universal ears of photography experired that a pin-hole b a subens. A pin-hole camera b \ i ; t; | unique in ti It is alway and the pin If a pin-: yon would foods for ph-bdesk forei they \ lenses. The of a pin-h there b no a pin-hole, and trifoc reeling via Hereb; book and pin-hole te So far, i tidty of tl the amour process bi viduals ant some peop! sub-normal basic categ 1. Inaifl . given 2. Ill-su there qualit 3. -Inerti manif . actin{ 4. Ineqt the -t 5. Exce to so Frequen coayerge t if ibtir.at . eye exami daticsitend ees should advice if ; in near vi< Q. Are pi safety pn thrir optic glass? A. Yes, They are changed a Metals'Seetum unique in. that it doe* not need to be focused. It is always m focus fordifferent distances and die pinAole adtjas a"uhiversal" lens. If a pin-hole were placed before your eyes yon would literally have a substitute for bi focals for both'far and near. Unfortunately pin-holesJQse99percentoftbeIiglit; there fore, they make poor substitutes for regular lenses. The reason for describing the action of a pin-holewas to emphasize this fact: there is no "umversaT* lens which works like a pin-hole. Multifocal lenses such as bifocals and trifocals are the only means for cor recting vision for far and near. Here is a tip: If you wish.to read a phone book and are without your glasses, use a pin-hole temporarily. So far, we have discussed the loss of elas ticity of the crystalline' lens which reduces the amount df our accommodation. This process is not' precisely the same for all indi viduals and doctors have, observed that even some people younger than forty suffer from sub-normal accommodation.. There are five basic categorie^of this condition. 1. Insufficiency of accommodation for a . given age^ - 2. Ill-sustained accommodation in which there is sufficient quantity but poor quality of the function. 3. Inertia of the accommodation which manifests itself as a sluggish or slow acting ability to focus near objects. 4. Inequality of accommodation between the two eyes. 5. Excessive accommodation possibly due to some systemic or local disorder. Frequently, the muscles which rotate and conyerge the eyes cause near point difficulties if their .action is disturbed. Only a careful eye examination can differentiate accommo dation sd convergence difficulties. Employ ees should be encouraged to seek professional advice if any visual disturbances are noticed in near viewing. .' - Questions and Answers Q. Are plastic lens being used in regular safety prescription glasses, and if so, are their optical qualities as good as those of glass? A- Yes, they are being used extensively. They are optically perfect and can be inter changed with glass. Plastics are lighter, than glass; however, they are from 30 to .-900 times softer than gtass, and, therefore, they scratch very easily. Hot particles coming from a grinffiug wheel which adhere to j$ass, do not slide to a plastic fens Plastic . lenses are advantageous where weight is a factor, such as cataract hifocals. Q, Does close work ran qtes? A. The answer is no. However, real- dose work, such as eight indies from the eyes, should require special optical aids such as sphero-prismatic spectacles, Q. What effect'would-a plastic face shield have on the optical qualities of my prescription glasses? Would the face shield make my prescription glasses worse horn an pptiol sense?".. \A. No, the amount, of optical change the face shidd would make woold be negligible. Q. WilL piano safety glasses ruin a per son's.eyes? ', A. No, the on?y; change_ the piano fens produces is' to magnify objects by a small, fraction of one per cent If piano safety glasses give a person a headache or other unpleasant symptoms, he probably needs a professional eye examination. Q. Can poor depth perception be corrected with lenses? A. Not always, but faulty depth percep tion can be improved by. special training techniques. Q. How can I tell what my proper read ing distance is? A. Close your eyes and let your arms "feel out" the comfortable working distance for near. This is about as accurate a method for determining your correct reading distance as any other. (This was tried by the audience with amaring results substantiating die above advice). - . Q. What causes astigmatism? A. Astigmatism is caused by malformation of the crystalline fens or tbe cornea. This distorts and blurs objects and can be cor rected with cylindrical or compound spectacle lenses. Q. Why do we see some colon sharper than others? A. The eye has a defect called chromatic aberration. Yon haveprobably noticed^ Af ferent odors around images produced by a magnifying lens. The eye has this too. We 5 * 1963 National Safety Congress are nearsighted for blue and farsighted fpr red. The theatrical world takes advantage of this aad uses blue tight to produce soft* focus effects an rite stage. Q.Why isn't the eye able to detect optical illusions? A. It is not the eye but the brain that is ^ involved here. The deception occurs in what ' the brain does with the image it reedyes. Q. Whit happens to accommodation when you look through a microscope? A. Accommodation should be relaxed. It is difficult to accommodate through a micro scope or telescope. Q. We have a worker who lost an eye several years ago and now has trouble on jobs where be, has to judge distance or depth or whether something is level Is that because of die loss-of the'eye? Definitions: oritscapsule Symptoms: the leas result imperfect visit sideways--peri ual reduction cloudiness of 1 Causes: (1) diabetes or oti in workers wh ant heat; (4) concussion aix cases the real mostly in perse Treatment: clouded lens. < stitute for tite A. One-eyed people should not be allowed' to do certain jobs such as driving trucks, crane operation,. or piloting. Their depth perception and judgment can be seriously affected. Q. Can the wrong prescription harm the eys? A. It can cause discomfort, but not per manent damage. The person wearing the wrong prescription may have many uncom fortable symptoms, but it mil not cause permanent damage. [Two interesting films were shown which vividly portrayed the symptoms and treat ments of the two most common eye diseases --cataracts and glaucoma.] Definition: 1 causing hardne blindness if no Symptoms: halo rings arm Causes: Ira) fluid drain out Treatment: . age should hav eye specialist be arrested w has to cohtinu cases, qperativt performed. Tb BEGIN AT THE BEGINNING--STA By A. D. HATTON Supvr. of Safety, Fisher Body Div., General Motors C It has long been established that whenever new employees begin a new job, an effort to get them started right should be made. In a plant such as ours, this formerly consisted of a series of talks by representatives of the employment department, safety department, and also by the superintendent, general,foreman, and departmental foremen. Judging frotr of a new empl probably retain* the information To assist in g< to help him rem orientation pro* every new man 6 *.<*sir*..'-.V`; _ '''**r* Cataracts ; . Opacity of the $ens of die eye IT bOtfl. . . . (I) Goodiness or baxiriess.of mg in diminished vision; (2) on; (3)jacks ability to view iphenl vision; and. (4) gradof sight caused by increasing ihe tens. Congenita] or hereditary; (2) or disease; (3) have occurred 0 are exposed to intense radihave been caused by tranmatic 1 electric shock; (5) in most . cause is not known. Occurs i over SO to 60 years of age. Operation for . removal of Masses are then -used to" subremoved lens. Glaucoma Excessive intraocular pressure iss of the eye and ultimately 4 treated. - (1) Intraocular pain; (2) md fights; (3) headaches. Mlity'pf die inner eye to let of eye as quickly as it enters. All persons over 40 years of e a yearly examination by an Once detected, glaucoma can ith medical treatment which e for life. In very extreme : procedures may have to be e amount of sight lost prior annot be restored, thus the tanee of early detection. . tRT 'EM RIGHT iorp* Mansfield, Ohio i the reactions and questions oyee, we recognized that he ri only a small percentage of given him on his first day^ rtting our points across and ember, we developed a safety [ram that has been given to starting work in our plant since Ant partmeht, sizes of. a Sjnceti rung of a we felt t! visors to 1 wbrds,wi should bt supervisio presentati Basical! points; FI the physii "how to aligner, rules and Our pu typical pi given tot with this "You i grown to of aiutbto lieve tha' high degi from are Thatresp tinned gi which7 ha our empb *Tn thi working: ties for detennins safest pai "hi tb will tell; give you tkms. "It is beginnins tumship Mansfielt .This-is completes acres. Pc way prot hapsya know.thi system : ' . " ;..'" '/ :;V- --. -. ' : v V.- : :-= ' . Metals Section sinceAugust of I960.,We, in the safety de- partment, haw used this programforall sizes of. grouPV&om one1 man to 30 men. ' Since these, instructions me only the bepn-. rung of a new 'employw** safety education, we fdt that it was important for-our super- ' visors to know what *e covered, or, in other words, where we left offend andwhere they, shoold begin. For this reason, alt of our supervision have seen and heard this same presentation.* Basically; we have tried to cover two main points. First, to acquaint the new man with the physical layout of the plant or just plain; "how to get around." And second to. cover all general and some of the specific safety rules and practices: that he must follow. Our purpose here today is to give you a typical presentation- just as if it were being given to a group of new employees. It starts with this message from our plant manager. Welcome to Fisher Body "You are joining the company that has grown to become , the largest manufacturer of automobile bodies in the world. We be lieve that you, too; will soon develop the high degree of pride that we know comes from working to builda `Body by! Fisher.* That reseeded trademark symbolises the con tinued growth and success of ottr company which'has meant long-term job security for our employees.. "In this modem plant you will fire! good marking condition*, good pay, and opportuni ties for advancement You will, also find ~a determination to m^ your hours here the safest part of your day. "In the.following slide presentation, we will tell you something about our plant and give you some very important safety instruc tions. "It is my sincere wish; that.today is the beginning of a mutually satisfactory rela tionship between you and Fisher Body^r Mansfield!" Signed--E H. Goebel , Plant Manager This is our new. and modqnplant It was completed in. 1956. This building covers 32)5 acres. People who drive by. out on the high way probably wonderwbat we dohere. Perhaps you have too. Tin sure, you already know , tins plant ispart ofthewidespread system of plants which builds General Mo tors: cars. Actually,! we nake no complete bodies here/.It/may -interest yen. to know,, however, that we <fd:fabricate some part for every EQe of :Generd Motors can. .Pint of .all, we need .steel to make the parts. It is delivered by rail and track to the steel./stores am shown here. It contains thousaodapf tons of steel in both coils and flat stodc. In.the blank and shear section of this area, the majority.of the coQ stock is cut into-blanks .of tfe.propa size. These blanks, as welt as Che purchased flat rtodc you see in the foreground, am then delivered to the :press department whore they are formed by dies into parts. Our sheet metal stamping press department is - made up essentially of two types of presses.. Tbe large presses am what we.call major stamping presses. The relatively smaller prases are used to.form small sheet metal parts. Both the large and small presses employ dies to form the parts. From the press room parts then flow into, metal assembly. This is a wekfing press where parts are-welded into sub-assemblies. Welding presses bring multiple welding tips' together to spot weld the' parts. It should also be ponded out that the tod and die. department builds and maintains dies and wddihg fixtures for both the press depart ment and the metal assembly department Finished sub-assemblies from metal assem bly then pass through storage arms into the shipping department , In the shipping department we have room for 28 box cars mtovrbkh parts are loaded. for shipment to body assembly plants where they combine with other parts to be made into complete bodes. . What we have shown you up to.this point is a brief thumbnail sketch of pur major departments and their functions. Safety u: equallyjmportant in all of these departments. Eye. protection b a very important part of; our safety program. So important, in fact, tint.in this plant:we insist.<a 100.per cent. eye protection anywhere cn tbeprodnctioo fioon Tins, means that everyone must, wear eye protection'at all times in the working areas of; the plant Each of you las already been given a pair of the .conventional safety glasses. There are toro other types of eye protection which must be worainadditientothesafety glasses on certain jobvsneh as gruxfing. Here is posi- 7- T` ' v*7 : \ 1963 National Safely Congress rive proof of why eye protection is so -im- has already b portant to the employees in our plant fun^^j to yi Every shattered lens yon see-here saved Never forge an eye. Though only 12. are shown, I have sharp panels ba actually collected 34 of these sin?e the start could mean a ht of production in 1936. Not one of the 34 men who wore these glasses questions the value of 100 per rent eye protection. But let's be spe-. dfic. This pair of glasses was bong worn by an electrician in our plant. Due to a faulty Now, lei's di program. "No -1 are. not to plac tween parts of connection, this 440-volt Buss Bar Box, lit- - The pand 1 eraliy blew tip in his face. He was burned make it easier about the hands and face, but these safety - hand grasping glasses took the brunt of the explosion and to be between ' his eyes were saved. The terrific heat which partially melted the frames ami the molten copper you see splattered on the lens cer tainly would have cost him the sight of both look at tins dl hand, still on t dear. We have to illustrate ha: eyes. This is the way he looks today. If Don't get th you question eye protection, ask this man. will be holding To serve as. a constant reminder that in motion. As : safety glasses must be worn, you will find as we will ma! signs urging their use plainly visible as you run buttons. enter the manufacturing areas. . On this job, Let me make this erne point very dear. You either wear eye protection or you don't work.here. It's a condition of employment. use a mechanic ator's hand oc blank into the This employee works in our press depart ment where he handles sheet metal There fore, we require that he wear this type of it progresrivdy blanks have bee ize the operatic^ safety equipment His dothing is snug fit This orange ting; his arms are covered; his shirt is but the more fascii toned; his shirt tail is tucked in--no loose for pulling pan ends. You already understand why he's it reach in betv wearing safety glasses. We will talk about pands from th Iris safety shoes later. Notice that this man table or .convej is wearing canvas sleevdets and leather hand dies'' does not pads. This is our baric type of arm protec this almost hint tion. Here is a dose-up of oar canvas sleeve let Note the thumb loop. This must be worn around the thumb to prevent the sleevelet from sliding up your arm and exposing the wrist area where tendons and arteries lie near the surface. On some job nearly impossH die without get this reason, ma; lifter are provi hands in the de Here you see the front and bade of our Everyone as< fullv-endqsed leather hand pads. They are room is issued especially reinforced in the thumb area. We best designed f have found that these leather hand pads, along with the. canvas sleevdets, give yon very good protection from the sharp metal Do not reach ir cal failure were over unexpecte panels with which yon will be working. crushed. On other jobs, where finger dexterity is required, we use the canvas-type glove or the terry doth glove. The type of hand pro tection you will need on pour particular job Since the star of these tongs 1 metal between replace tongs-- ' ,;'-r r *. era detenhiiied and will be so by* your foreman, st .this point Don't handle re-handed If you do, one dip id cat ~ iscuss oar "no hands in dies" hands in dies" means that yon. * any part of your body be-, the dies that come together ias been painted orange/to for you to see. This, man's the panel may. appear to you the-dks. This is not so. Now. e in the closed position. The he panel, is. completely in the s shown you the.man's hand od clearance only. -r e impression that your "hand the panel:when the press is i matter of fact it.cannot be ke dear when we. talk about and many others like it we al loader that keeps tbeoperit of the die. He loads the loader, which in tnni moves into die die. Here again the sn painted to help you visualn of the leader. colored iron hand is one of ating devices in common use els from dies. The fingers of veea the dies and remove the e press, dropping them on a 'er. Obviously, "no hands in refer to .the metal fingers of on device. ^ especially small parts, it is >le to place the part in the ting thfhands too dose. For gnesium tongs or the vacuum ded to keep your fingers and air. signed to work in the press a pair of magnesium tongs or the job. Use these tongs, ito the die; Then, if mcchani' to occur and the press rolled fly, tally the tongs would be t of production; over 30 pairs aye been reduced to mangled the dies. Remember, we can bnt we can't replace fingers. . Here's tection--< controls, mated] These ru of your' that yotu dies are typical r will: find equipped Here i stalled, a for each where a parts, or enclosed Since trbJs,yoi properly, out Firs place bof ram of t as he is' yon hav . Then tools and lift the then tin either on On so or even or weldt of run b checked ating th on ..his c pect tab maticallj lunch, ot Here; in this Worlrini work or what des name ai right T1 on equi] whose, n tag. If the job, each rec pitted h beassig a tag.13 MetobSectton Here's! another safeguard':for your pro- leave, it absolutely, alone., and notify.; your tectioor-a pair, pf two-handed run;button foreman. .You willrifiml! there togs lunging ccmrols. This .-is;!the control. that actually over fito.mrin startfri^ makes. fiie; press operate and the'dies dpse. one dmiingihp K.rtaH the eqnipmeht cofild These run buttons are so designed that both not toil to see them. .. - of your! hands must be an-, th'em,.insuring that your hands are in .fte deaiy/while the dies are .closing. What ybu see here is a typical installation ion a large ipress. Yak wUT find that' smaller presses- are also equipped this tray! ' " ' The'^ of .otur jnent creates .&..ha.r8ri!fctr. fiie:.nm .vriKj do repair work. A repairmancouldbe out of sight bveiheid, around in back, or dbwn bfr-1 low'toe floor. levH Whenever hehas to work, in a hazardous' position!; or ait! of right he iHere is a typical set of . run buttons Vinr uses the lock-out^ device. you ;*! pictured stalled, on a welder. Again, two buttons, one here.; First, he turns.the main.control pahd for each hand. These are used on;any job to! the- "Ofi" porifioh; the lbCk^out device where a man must be dose to the moving is then inserted thrbugh the hole, and. the parts, or if the danger aria is no't fiilly- padlock; snapped! shpt making it ;physkaOy ehdosed with guards! impossible for anyonetatura bnthe switch. Since your safety depends, on these con trols, you must know if they .are functioning He attaches his. "Dadger^Man Working" tag as an additional precaution! >' properly. This requires that you check them Another tog yoii nay see is'fiie "Cautkm" out First, you' start: the press motor. Then, tag. Hereyou see the froit and back of/it; place both bands on the riinbuttpns. As the TBs tag .is used to . protect the equipment ram of the press starts down, lift one hand itsdfj when,: for, some reasep, the machine as he is doing. If the press stops, you know should not be operated.. Many times it., is you have control with that run button. . used by a person.at the first shift to 'tel! a . Then place bqth hands, back on the con trols and, after the ram has started to move,, lift the other hand.. If it stops, you know then that you can. control / 'the press with either one of your run buttons. : .. On some set-ups, there may:be two, three,. or even fair men operating the'saihe press or welder. Each man, will have bis own set of run buttons. Every set of buttons must, be checked out in turn so that each .man oper ating the-.equipment knows he can depend on his own: run butfam Controls.;Don't-.ex pect to be reminded every time--^lo this auto matically--at the start of your shift, after. lunch, or. any time you change jobs. Here you see one of three safety-tags used in tins plant This one, "Danger---Man Working," is used by repairmen when they work on equipment The colored disc tells what department the man works for and his name and dock number are at the lower right The oily man .who is to place this tag on equipment or take it off, is that , man whose name and dock number appear on the tag. If several-repairmen are woriring on the job, each ope hangs his own tog and second shift employee what.has ti be done to complete the repair. Also. riiy production worker about to start! up the equipment iwill be alerted that this toachihe should not be operated. If you're! asrighiri; to! work; bh equipment and find a tog like , this hanging on the control panel, remember, teaVe if alone and notify your foreman. ' . Here again you see the front- and lack of still another tag. This one, "Unsafe, Do Hot Use," is placed on equipmentby one' of us in the safety, department wheh we find a .condition that wecqnsider unsafe and. we write what. the unsafe .rendition' is on the tog. No one is id rehtove this;.tog or use the equipment until; this condition has been corrected. When the safety mail issatisSed that this has been dope; he removes the tog^-nb one else. If yen find this; warning on `eqtnpihent you're supposed to use! remember again, leave it -alone and .notify your fore man. In a; few! moments we .wfll give each pf you a copy of! the .Safety Tag; Procedure. After, yip** have read. it,' yon will ;be!asked to sign this statement;. . : - ' each removes his own tag after he has com "I-have received and read the Safety pleted jus part of tte repair. If . yon should Tag Procedure. I understand it-and;agree: be assigned to work -onequipmentand find to abide by it in :the interest of my.own a tag. like this hanging on the control panel. and. my fdlowrwbrken^ safety." .. 1963 National Safety Congrtu Print your name carefully at the top; your dock number is the same number that ap pears on your badge; sign your regular signature and write in today's date.. A serious word of caution at this point-- your signature on this statement means you have rod, understand and agree to abide by the Safety Tag Procedure. We can snd will hold yon strictly accountable. If you have any questions, if there is any point stQl not dear after you have read die Safety Tag Procedure, ask whatever questions are neces sary to help yoa understand. Then, and.only then, sign the statement Normally, at this point with a group of hew employees, the lights are turned on and copies of the procedure and this statement are passedaround. . Sufficient time is allowed for them to read the Procedure, ask questions, and sign the statement While this is going on, the maga zine is changed in the slide projector. Then, after each has signed his statement and turned it in, we proceed with the second safety shoes. 3 large die measu He was using i this, die to an the <fie down, toes under thei < The crushing ported by &e. been for the s masked off it crushed. Following tb played posters boards. By ad 14,400 poundstoe of the saf that kept thb ! life. In case y isn't going to 1 --thb man .did his toes other, to buy shoes"6 mend that you wifi do a job th half of the orientation program. Here you see our minimum requirements in terms of footwear. A sturdy,,all leather oxford-type shoe. You are not permitted to wear loafers, moccasins, sneakers, or other casual footwear. They do not provide dough protection for your feet in a plant such as this. We strongly recommend safety shoes. . Fran thb pi ing lot, you c size and flu space. Parking --first served" create some coi the usual corns especially impo In this cutaway view of a safety shoe, you can see the strong steel cap flat protects your toes. It also has extra protection around the heel and the arch. If they're fitted prop erly, you'll find that they are as comfortable as any shoe permitted for wear in the plant To help our employees get safety shoes, we have a safety shoe store in our plant It's located beside our main employee's entrance. Here you can purchase quality safety shoes at a special employees' price. You will be interested to know flat last year 1489 of ' One of out for a moment the second shif windshield cats jumped into h "catty-cornered looking for a p it! The only | incident was fl a new G.M. cai Seriously the to save a feu our employees took advantage of our safety shoe program and bought safety shoes at our special employees' price. There b a wide va riety of styles to choose from, and a qualified person will help you with the fitting. You pay for these shoes through payroll deduc tion, either one or two paydays. The store b open Wednesday only, during the afternoon and evening, to service all three shifts. A while bade thb man gave us a really think it was wc From the pa trance to flu pi unusual ctreuna trance you will patrolman whe have your badg plain sight en is worn. Roma orders not to EleV standing in front of a' ring roughly four by six feet ifioor-operated hoist to move other tecatioo.;Wben he set he didn't reaExe he had his die. . - ! weight of the dk was suptoe of his shoe. Sad it not teel cap, the portion you see s white would have been is incident, we made ud disem ail management bulletin iual weight the die weighed -over seven total The sttd ety shoe was the only thing man from being crippled for on're thinking now -that this appen to you, just remember n't intend to set that die on So, the next time you have or work, we strongly recom- consider safety shoes. They at no street-type shoe will da lotograph of our paved park in get an impression of its more-than-adepate parking is available on a "first come baas. Since this many cars agestioo at shift-change time, mon seme driving rules are rtant employees forgot these rules He hurried out at the end of t, ignored the moisture on his ised by the nighttime dew, is car, started it up, raced " across the lot. An accident lace to happen--and he found good thing about this whole at it created a customer for / wgh, this is what an attempt ' seconds cost him. Do you irth it? irking lot, our employee enant looks like tins. Except far stances, tins is the only ea1 use. At the door there is a > checks badges. You mast >e with you and it must be in a when a jacket or overcoat nber, this patrolman is under admit anyone without seeing neV ls*w 4n 4m - Tm you forge a.tempoti dnty. Alse an extra ] :.Next,-y tothesa these in fhetopb: aCross*to ipassagewi right. Lo< Ifyouea laundry * ___ _ Tfc noon aid arrange suits. , Eachol partment locked by yens see t the key. are show cocvenien This is provides lights, an company . at reason good plat rant you parity of staggerim takes to! Whether cafeteria, like you period. T tiboed;s to relax Here y extingmd the local especially work are by knowi coaid me ting out* In additi mast be rechargej The fit type you rarii box V MtiaUSection you forget jxttf b*dge: KWX|<Jay, youobtain plant fire brigade that reloads to all fire a.tetnporay:badge from toe patrolmanon alartnsi So far,, peompt ieticoiby people: in doty. Also, ifyoafaigetyouir,safety glasses, the ' immediate5 vidnityliaj rendted ia-the an extra fair may be obtained bem- - -; r:fire jbdnff or- nearly scy when' tiie bri- Next, yon1 ride 'srt'of escalator steps gade hu arrived. ,r-iV;> [' to theserocdfkar; We haveithreesetsof jtgBpaeti^.titoogyi taeg onqr tmrcqwmjya. tome is Afferent -areas of .toe plant From are still aa-impretantpait of one emergency the top. of the .rtcahtbr a-passageway leads rtpdpoerifi It - is vitay>:aspenttfitt-' riari'ire across^ theseccndfloor.Asydu Jeavethis kmrw^strrtd^'bpx lbcrtiocii, There are'12 - passageway, \the cafeteria Is ideated to year of these in thepfirit with a greejrbandda right LocJnr rooms to both rightandleft the coluninabove each box to makeifreadily If yea care to use it,-a clothing rental and laundry service js -available near the locker areas. This crib-is open Wednesday after* noou and Thursday mornings. Here you can arrange for, coveralls or. tw6*p|eoe work suits. . r>;-' r visible r-from all., directions. Lookcarefully on topofthi* stretcherbox.THt is ,a..bitttery-operated emergency,light that comes on automatically if the power sboold fait With these, you reed never worry about tois plant bring thrown into `total darkness. Each of yon will be assigned to a two-oom- -. jiiivr >innttn an amhitw. partment lodcer similar to these. Both are type stretchr. ;How to remove it from toe locked by the same company-fmnished loda box and set it up wSl be a matter for de- you see here. You have already been given tailed mstrtictioas later. Here; on the inside the key. Adjoining' the locker room, there of the door, are; given the next two. doaest are showers and othw facilities for your stretcher locations. This white plastic bag convenience. - tontains a resuschube, a very effective This is the plant cafeteria. Fisher Body provides the space and pays for the heat, lights, and equipment; so: that die catering company can provide yon with quality food. at reasonable prices. You wOI/fmd this a good place to eat, comparable to any restau rant you would cat in downtown. The ca pacity of this room is about 800 people By staggering the haxb periods, the time it takes to serve you has been greatly reduced. method of artificial respiration. Although drowning is toe most frequent canse of in ability to,breathe; electrical shodc nay alio be a' dbsev.'A word' of caution about our electrical equipment If 'yotfre not an elec trician, leave it alone. Do not attempt to make rtectricaT repairs or adjustments. No tify your, foreman if electrical repairs are needed. If you should get any land of injury at Whether you- purchase your lunch at the cafeteria, or bring h from home, we would like you to come up here Tor your hmeh period. The cafeteria is dean and alr-coodiribued; nauk a playing; ifs a good place to relax and eat your lunch. all, go promptly to the pkurt hospital and obtain medical attention.: For anything,other than a real emergency, you are to take with you a medical pass from your freeman. . When you enter the plant hospital and again when you leave, use the. time stamp. Here you see two types of all-purpose fire Tbe use of the time stomp will help you ac extinguishers. It is important that you know count for time spent away from the jots the locatioas of all energtncy equipment, especially in and around your own particular work area. In case of fire, the rime yoa save by knowing where extinguishers are located could mean the difference between a fire get ting our of hand or keeping it under control. In addition, any use of fire extinguishers must be reported so that they may be recharged. The fire alarm box is very similar to the type you see in the dty. The cohmms.above each box are banded in red and visible from ^ Xitsiw* mw tt iliiwsliwsa Wa hauw'nw. tn. Thss is a. typical departmental office out in the plant In a.few minutes, whepype ondude these instructions, you will be token to your departmental office. On the way, you will be shown the location of your looker and the tone dock you will use. In riot of* fice you win receree further mforaation from either the superintendent' or * general foreman. Finally, you win be token to meet your foreman. He. will show you around his area and explain how the equipment is oper ated. When be assigns you to yore own job; tw* nil v* Vlin (bbiM inrifiytim 1963 National Safety Congress If at any time you have questions regard ing your job,- either when you are first in structed or later on, check with your fore man and find out the proper'way before you go ahead. We have learned from past ex perience that new people are usually a little over-anxious to . get going on the job and reluctant to ask questions.. So, they some times go ahead on their own without fully understanding the job, unaware-'.of the risks involved. Remember--the best safety device is a careful worker. So again, if there's any doubt in your mind, don't hesitate to ask questions. In our plant manager's message at the start of this presentation, you were told about our determination to make your hours here the safest part of your day. Since then you've heard so much serious talk about haz ards that you may have begun to question our ability to deliver on this promise. We can--and we have. This Award of Honor presented to Gen eral Motors Corporation by the National Safety Council for an outstanding safety performance is a source of pride to us and should be reassuring to you. We have re ceived this annual award on seventeen differ ent occasions. We know how this record has been built. By eliminating as many hazards as possible, by educating our employees to work safely, and by being completely intol erant of unsafe practices and methods. Make no mistake, no employee will be permitted to work long in' this plant if he violates our safety practices and procedures. The public sees this trademark as- a sym bol of quality. However, to us in the plant, it also means "a safe place to. work." To keep it this way, we need yotir hdp. What ever your job may be, learn how to do it the safe way, then do it that way every time. By following this practice, your' hours in Fisher Body will always be the safest part of your day. Now, I would like to point out some of the advantages we have found with this type of orientation program. First, we fee sion of our pi strates' to new their safety. Each slide r that has been e enough for disc as a cue, maki is covered rega sentation. Als< occur when qu> impossible to c are right there If you're w* developing sue! worth consider traduction of Ectachrome file vices of a prof in-plant shots, no special ligfa factory indoor in-plant picture mm camera, me ness, did the jol lighting. Another real and the ease o slides can simp whenever chanj require it Shu slide, including only 17c, there? This low cost and retakes foe photography. And finally, plant tins nev program is str use a 35mm p; mote central co ing the presents with a 'pointer operate the pro ject discussed Judging fron method, we fe gained by our : big step in the "Start 'Era Rig * I that it gives a good impresant and immediately demon* employees oar concern for epresents a different thought arefuliy planned as important ussion. The slide then senres ng certain that each subject rdless of who gives the pre i, despite intemqttions that esdons are asked, it's nearly unit anything since the cues on the screen. cindering about the cost of i a program, these facts are mg. Due to the recent in* the new 35mm ^high speed a, we did not require the ser- , essional photographer for die With this film we found that ts were required for satis* color pictures. To take the s you have just seen, a 35 ranted oa a tripod for steadi) with only the available plant advantage is its flexibility f making changes.. Obsolete ly be replaced with new ones jes in processes - or methods :e the cost of making a new film and processing, totals s no major project involved., even permitted a fer errors tnd necessary by my amateur in actual practice at- our r employee safety induction idly a one-man show. We cojector equipped with a rerd. This allows the coe givtion to stand beside the screen , face the new employees, jector and point, out the obwith no difficulty. i our experiences with this el certain that the benefits new employees is certainly a right direction as we try to bt". The eld half the j( the safety . Before i orientating minute* an day you w What WJ How mi company v How do" I retirement What is ergamatk) Isn't dm about? Heck no were nerv probably i "privy." ; Who do day?.' I wi gave you shake, a n the persoc belonged As we 1 trivial and at the dm) are still vt A friend}] escotnagm ting the he of mind to tibn progrs At Cate: for safety pervisor. 1 this co th depends m Our inch is .handled ing tins pr a lot of tbi First we Mttah Sct&M SAFETY ENGINEERING: A CAREER AND A CHALLENGE By EDWIN D. O'LEARY Vke Pra, Pewrad & Organization* Ford Kotor Co* Denton, Mkh. Gttfam )dxfaai mode, or certain sheets of. oar work,, provide more personal wtiifaticB than others. . I should, think your continuing concern /With, human safely - Should give all of you immense satisfaction, ^ There are not.many occupations that hate Thafs a pretty tall order. Perils it sounds tike the old ads that premised to coke a wallflower Into fle Sfe of the party hi ten easy lessons. However, it is porabhyia a rather Jbrief span, to yifi* what is ">"* I9 a professional approach, am though de- sating contpatnes flat are receiTOig awards. And I also wish to ccngrgtolate the employees of those companies.' It is highly appro- priate. thatwe honor those who haw addered outstanding results in this important field. Jot how appropriate it is for me to be addressing this meeting is asotiwr natter, I sincerely appreciated the invitation yon Mtwvfrd to me. But it seems a KhU odd for a son of Mrs. O'Leary to be addressing a safety meeting--end in f3A-*rs of all places. For the record, neither my mother wn my grandmother owned a cow. Era so; my training and experience have not equipped me to with yoa the aspects pfrty msiiwrin| uiiy of yon are trained safety cn^eera I am not That leaves roe feriing somewhat the way Bob Hope said he fdt when President Kennedy presented him a medal for enter-taming service prwnmri overseas, Hope saidbe felt very humble--but added that he tfaocght he had "the strength of to overcome It" One way for me to meet this test of daracter is to trik aborta sriject with which I am famiKar. During Se past few years, my primary responsibilities have been peraonnd management and development Tins experience suggests some thoughts that, I hope, will be rueful to you in your approach cmducted cccsidcrahle research to determine whaf qualities are necessary in a man if be is to achieve success. Here I am not talking abort specific technical abilities brt rather those general qualities that are required foe success m almost any tine of endeavor. It i*t easy to isolate than. It is era harder to get people to agree on all of than. &* here we have.arrived at some coprinricnt that we beBeue are vaBi, era though we do not pretend that oar tist is exhaustive, Let me tdl yon shoot some of these coo dnskao* especially mselar as they might * d JW work, The quality tint comm first and underlies all tiie others is osrirffrity. Integrity means that there is a certain wholeness or compfeteness abort, a man's character. No matter bow narrow his interests are; they must be broad enough to include justice and honor, No matter how selfish Ids amhuico, he must least have enough rwfimentaty generosity to recognize the sights of others to truth and fair dealing. There is something moni- *tro* and misshapen abort a man wbopos* **&* executive ability or profskxal skffl but fades integrity. Hcfs only partofa mam nota whclemaa And n^img rise can substitate-for what belacks. What partdoesintegrityplaym the profesrional approach to one** work in industry? projection^ approach enables the safety engineers, first to work effectively for his company** objectives; secowt to achieve the best remits in safety itself; aha, third, to contribute most fuDy to his own developmert, stature and progress in his career. Integrity doesn't- play a part; ft permeates *e whole job. It doesn't consist rinqdy m the avoidance of gnus rSafccnesty, deception oCjkrible-deaSng.. The integrity Fm talking abort is a podlive quality yon can recognize in a mas. He 15 1963 National Safety Congress accepts responsibility and discharges it He. - of this. ahiKt refuses to rest satisfied until his performance Once a man measures up to, his ability. He respects the . he seems to right of his company and his boss to he kept ' his ability tc informed accurately about die operations for for aD, and ti which he is responsible. He levels with the to use it. people who report to him. And he has suf ficient respect for himself not to let shoddy work represent him. Once Michelangelo was painting a fresco on die ceiling of the Sistine Chapd, many feet above the ground. A friend asked him why he was taking such pains with a part of the work that could' scarcely be seen. "Who will know whether all the details are perfect ?" asked the friend. "I will," said the artist. As you can see, this concept is broader than^ahat we generally call' honesty, or mor^mtegrity. It also includes intellectual integrity, or honesty to onself. Based as it is In one sens of developing thinking. He the process i master it I wonder. thinking real! it is seems t improving on know the di tools needed quite helpful to rccommca Thinking, wr It may be qui on self-respect, it goes a long way toward gaining the respect of others. And it's evi dent that respect is essential to leadership, essential to true success in any endeavor. - Now, it's not my intention to become the Billy Graham of safety engineering. My ac quaintance with such people as Jim Chllen, who directs the safety program in Ford's engine and foundry division plants, has con vinced me that most safety people don't need an evangelist You are evangelists, and all of us in industry take pride in how well you have preached the word. As I have reasoning prt we have to And there's t most charact us .find it ha We have to overcome a ' throws in th every one of that simply i cigarette wot thinking men However, I should like to make one ob servation here. Each of you represents his company in a particularly sensitive area. Your management must be able sot only to trust your judgment and to have confidence in your abilities; they must be able to rely, without reservation, on your integrity. That is one measure of the significance, of your responsibilities. And it's a tribute tc you that you- are the people who have been chosen to handle them. After integrity, the second essential qual ity our studies revealed is the ability to apply the scientific method. Stated another way, it is the ability to think, to approach any prob lem in a consistently clear and orderly way. Very likely your reaction to this is, "So what else is new?" It is scarcely a revelation that success requires the ability to think. It What we I specially pen to form an ii mind. Why this way? V changed? \Vr better and continually h matter to root Possibly ti brilliant thin! alL That sou quiremenL B toise and the mind to work quicker mind I'm going-to ette ad. In be separates the seems as evident as saying that people walk ingness to un or talk. And yet the continuing development of thinking. k y is frequently left to dance, completeshisformal education, feel--or at feast to act--as If > dank had been set ooce and iat now it only remains for lam \, ; e, of course, that's correct Part T the ability to dunk is, simply, wever, the more we understand tself, the better able we are to i bow many of ns know what y is. If we don't learning what o be a reasonable first step in r ability. It would be useful to fferent levels of thinking and ' in die process. Reading can be here. I should' like especially id a book called The Art of itten by a man named Dimnet. ite eye-opening. said, though, understanding the icess is only the first step. Then apply what we have learned. he rub. Although thought is the eristic human activity, most of rd to engage in it consistently, prod and force ourselves, and hundred excuses that the mind e way. On occasion, probably us entertains the wistful hope molting the right land of filter fid, as the ad hints, malm us * tave to do--and I think this is tinent for safety engineers--is pagmative, questioning habit of is this operation performed in Vhy do you say it cannot be hat could be done to make it ifer? These are the prods we ave to dig into our lazy grey /t H into action. le next best thing to being a ter is to be willing to think at nds like a pretty primitive re nt it's somewhat like the tor- rabbit. The man who puts his : can go farther and faster than s that never get started. Here take issue with another cigar- ' tsiness and industry what really men from die boys is the willidert|ke the hard, slogging task A A furthe that it he faster than be changed along with are booorix set Your said, "Wed ing acdder systematic; the old, f safety, he I hundreds o of injuries, genius at a! who was w There's < must be av use of ave: comparison: ing die fir Ford planft injuries. W 51 per ccn for the last provide a t ress. But 1 think how improve on Bobby B waukee Br foolishness said: "Say the oven ; According should be p With tha quality. It b the ties in ck ness to duo at a certain rimes fail t non for bi people sees even from. what they h Of COOTS planning jf lookahead, abbs and tend to shy Organist) necessary n planning hj V \ .Metals Section A further characteristic of this thought is effectively and, in general,, going about ofir that it tie imaginative. Nothing lolls ideas own work assignments in a systematic, eB-. faster than the ndtion that a thing cannot dent and therefore effective way. *. V be changed. If safety engineers had gone along with this notion, the fine records we are bootiring today would never have been set. Yoar profession began when someone Again, there are beaks and courses that can help ns develop tins ability. But most of all, we simply have to do it We have to cot through the hurly-burly of daily distractions said, "Well, why can't we go about prevent ing accidents and encouraging safety in a systematic, professional way?" By upsetting the old, 'fatalistic approach to industrial safety, be began the process that has saved hundreds of lives and prevented thousands of injuries. And be may not have been a genius at alL He may only have been a guy who was willing to think.a little. to decide our destination and the best way to get there. We have to convince ourselvesthat tins is vital, and that, without it, we stand in danger of proceeding at great speed farther and farther away from our real objectives. Stephen Leacock once wrote about the man who jumped on his horse and rode madly off in all directions. We may admire that There's one substitute for thinking that fellow's vigor, but it seems reasonable must be avoided with a passion;--That's the enough to say that bis equestrian activity ' use of averages. Of-course, we find useful might have been better directed. comparisons in averages. For example, dur ing the first six months of this year, our Ford plants bad a frequency of .72 lost-time injuries. We are pleased that this reflects a 51 per cent improvement over the average for the last ten years. The figures, as I say, provide a useful means of measuring prog ress. But what we then Save to do is to think how we can use this information to improve our performance. When we'start organizing; we have to communicate, So much has been said aboct the essential role of communication in all forms of human activity that I beshate to add any more. Actually, wnimtratTng also begins with thinking, bat thinking from the point of view of tlx .other fellow. First of all, then, we have to take time to understand his point of view. That means Ustenmg. It also involves sensing stuath^a so that we Bobby' Bragan, the manager of the Mil know when to express ourselves and what waukee Braves, pretty well ticked o5 the we need to know as background information foolishness of relying on percentages. He when we decide to speak. said: "Say yon are standing with one foot in the oven and one foot in an ice bucket According to the percentage people, yon should be perfectly comfortable." Then we oweit to others to have a dear ' understanding of exactly what we want to say. If our own thinking is furry, our audi ence is not hkdy to form from it any dear With that, we may move cn to the third ideas, except, perhaps, that we really don't quality. * know what we're talking about It is the ability to flan and organise, and ties in closely with the ability and willing ness to think. In fact, it is thinking directed at a certain objective. Brilliant minds some times fail to make their maximum contribu tion for lade of the ability to {dan. Other people seem to wring outstanding results, even from inferior talents, because they use what they have so effectively. Of course, like other forms of thfnitiwg, planning is not ahrayLHy. It forces us to look ahead. It requires us to work with vari ables and uncertainties. Consequently, we tend to shy away from rt Finally, it's necessary to make sure that our words conform to4tfcat we bare in our minds. That's not easy. But it's part of in- tdtectoal integrity not to rest until we have reached such conformity. ^ The sports writer. Red Smith, once told how he writes his wonderful columns. "Turning out a column is easy," be said; "I just sit at my typewriter until beads of blood form on my forehead." The rest of us may not have to go through: the same agonies as professional writers. But we do have an obligation to think dearly and then express our thoughts as simply and lucidly as we Organization involves directing all the know how. ' necessary resources at a given objective that Incidentally, there's a Utile book called planning has set It means assigning work Tke Elements of Style, by a former profes- 17 ' if :ii f } %  1963 National Safety Congress sor named Strunk. The bode 4 much easier thing could lx to read than it is to master, but . ifs well They caste to worth the effort, and I recommend it . fessional appr The next element in the professional ap yield benefits proach to erne's work that makes for success, lives. " ; is the ability to influence people. Each of us As this re* deals with other people at all levels at all the safety eng times, other as our superiors, our associates nuts and bolt] or subordinates. We want to motivate some fied program* of them to work. We want to have others stent At Ford listen to and adopt our ideas. The success or panics too, hi failure of our plans and our efforts, and, to establish a eventually, of ourselves, depends significantly gram with all an how much we can influence others. ing engineerii I cannot pretend- to tell you how to increase enforcement your influence. Integrity has something to He has hi do with it. The force of your, thinking and knowledge as jour ability to communicate certainly play keep abreast their part The degree to which you are in developments, tune with your company's over-all objectives' ing cocservat has a bearing. But there's another element evaluates the present here in addition to these. both on health I guess .you could call it understanding the other man. It involves seeing his problems and the pressures that he faces; trying to the measures i new chemical; age fuels. realize what his objectives and responsibili As the sal ties are; broadening your own perspective have broader* enough so that your vision isn't limited to Ford have ha your own interests. bOity for the A man I know takes issue with the old axiom, "You can lead a horse to water, but you can't make him drink." He maintains that it's the easiest thing in the world to make him drink. But first you have to make him thirsty by patting salt blocks in the pas ture. In terms of influencing other people, and more, out couraged to safety both to employees. Cc than ever fat between safe management salt blocks are the evidence you give,of your For diis res sympathetic understanding of their problems. are looking ft It's good to have a lot on hand. meal compete The final quality I want to mention is a very general one and has a kind of old-fash ioned ring to it It's perseverance, sd for the most part consists in plain hard work, unstinted and constant It's not necessary to assignments, who have ins think, to plat and to influei severe in then go any farther than this room to evaluate Obviously, the necessity of this quality. Here yon have who would b proof that safety is, indeed, no accident. The But a good progress made in industrial safety in the last individual in i ten years, for example, is the result of yoar What cook unremitting efforts. It has come about only from improv \ because, over those years, you and your companies and the National Safety Council have stayed with the job. He could exp management s imaginative Basically, these results were' possible be could-expect' cause companies came to realize that some ing safety c 18 i done about industrial safety, realize that a systematic prbcach to safety problems could in profits in *"" fixation deepened, tbe role of mcer broadened. From being a i inspector, he became a qualiaer and consultant to managel, and{ I am sore at other coms mam respcnsibi&ty today is ad sustain a progressive protbe required elements, tadodsg, cdomtion, promotion and id to increase bis fund of id professional competence to of scientific and technological He plays a part in onrhearioc program. He statics and effects of physical cniirociaent i and production. lie anticlpaln seeded to control radioisotopes, s, compressed gases and space- Fety engineer's responsibilities id, all levels of supervision at d to assnme primary responsisafety of their employes. Merc ' employees are trained and enrecogmze tise importance of 1 themsehres and to their feUosr sisequenlly, there is more need - smooth amking relationships ty engineers and all levels of ison, Ford and other companies jr people with more than techaxe to fill safety engineering They are looking for peopk :grity; who have the ability to i, to organize, to communicate ace peopk; and who can perc efforts. it would be a rare individual at IjOOO. in all these qualities, balance of them will help an my line of endeavor. 1 a person reasonably expect bog himself along these lines? ect even stronger support from is he demonstrates constructive, alutions to safety problems. He greater success m accomplish* bjectives as be demonstrates Metals Setiiom ******* ability to coranamiratc and to inSo- having iccccmiijied <fl&hstt 1^ra3 Str^ * people. And he dd* awSSS^rtlfc ^ irtattr reco*xsdoo.loc biaiat&Cbe of the TW'yfw attracttre to all finertpoaa&fc meant <rf nxmag ahead is as of w. They are rath the addtfonal effort orgaawtw*j* the tiffing ef% recce* of they repwe. - : OFFICERS Of. JHE . ."'V:s* V V>V*< v' 'i1' ; J. . . ' v: General Chairman--J. W. Tysse, Mgr. of Safety, RepablicSteelConLiCkvdand,',OhiO ' First.Vice Chairman--GE. Wilson, Safety Engr., Bethlehem SteelC^Bethiehetn/Pa. - mi Second. Vice Chairman--G. Lundo, Asst Dir. Safety & Plant Prot; Inland Sted Ox, Hast ; ' Chicago,-Ind. i. . :' Thhrdr Vice Chairman--W. 0. Williams, Asst Sttpnr. of Safety, YoungstownJSheet k p\ SjTubi Co., East Chicago, Ind. ***. 0. :A - - * '.mi J , Secretary--: D. Kent, Safety Manager, Aluminum Compaq of ''FiniBiieL,--idai^agn^-_ Iowa. Newsletter Editor--Steven Collins, Safety Dir., MMwwt 'Sted Div,, National Sted Corp,. Portage, Ind. . Newsletter Co-Editor--W. R. Robun, Corp. Supvr. Safety, Allegheny Ludlura Sted Corp, Pittsburgh; Pa.; L. D. TkaCy, Safety Engr, Dravo Corp^'Pitt3bur^h 2S, Pa. Congress Program Committee--V/. T. McLean (Chairman), Gen. Supvr. of Safety & 3 . Sanitation, United States Steel Corp, Gary Steel Works, Gary, Ind.; H, D. Hidfirr, | Safety Imgr, Bethlehem Steel Co,Bethlehem, Pa.; R. A.McRAE,Safdy Engr,Tbe .1 : Colorado Fuel & Iron Corp, Pueblo, Cola; G. F, Gxacs, Saks Mgr,. Industrial Chain . | Div^ Columbus McKinnon Chain Corp, -Totmawanda, N.Y.; D.' L, jMMM/Sapn;; | Safety Engr, Pennsylvania Manufacturers Assn, Casualty lnsurance Co, Httdnnh .19, Pa.; Enw, Manoky, Supt, Ind. Relations, Republic Sted Corp, Qevdand Dbtrkt, j Cleveland 27, Clhia * .^ 1 . V ... ; ' ; . Technical Pnblications Committee--J. S. Chatman (Chairman), Mgr. of Safety, Armco Steel Corp., Middletown, Ohio; D. W.Baowx, Safety Eng, United States StedCorp, A ; Pittsburgh 30, Pa.; M. W. Giay, Safety Director, Weirton Sted Ca, Wdrtoo, W. Va.; J. B. Amdecson, Safety Engineer, Republic Sted Gorp^ Qevdand, Ohio; Manvobo Ruby, Safety Engineer, Ladede Steel Co, Alton, HI. ' ^ Membership Committee--C. P. Vokhes (Chairman), Coordinator of Safety, Jones k yLaughlin Sted Corp, Pittsburgh 30, PaL; C R. Mano, Supt of Ind; Ret, Kepob&c Sted Corp, Sted ft Tubes Division, Cleveland 8, Ohia; G. L. Hocus, Director of '[Safety ft; Pit Prot, Phpenix Sted Corp, daymont, Dd.; R. I; Reicrle, Supvr. of 9lfety, The Youngstown Sheet ft Tube Co, Youngstown 1, Ohio. - Off-The-Job Committee--L. C Pabkex (Chairman), Safety -Director. Graaite Gty Sted Co., Granite City, I1L; J. D. Holtzapiu (Past General Chairman); D. D. (Past General Chairman}. . . ... * i t * * Training and EdncationCommitiee- H. W. Glasha (Ckainmm). Works Safely Admin, > Jones ft LanghKn Steel Corp, Aliquippa' Works, Afiftiippa, Pl; T.;W. AIWuw, Akt H Supt, Ind. ReUSafety, Republic Steel Corp, Buffalo District, Buffaky N.Y.; W. P. SAtnokM,$a%ty. Director, Universal Qrdopt Sted- Corp,.Bridgevilk^ Piu;. J..D.-, . j; Lamui Siipvr, IndSafety Section, Sted Division,.FordMotor Cd,DearborvMkh.; ; . E. E. McWKxrroa, Mgr, Personnd ft Safety, Sharon Steel Corp, Fandl, Pa. - ; \ ; -i .....v... . - v * >V - Contest and Awards Committee--C Dyxzs (Chairman), Management's Representative, 1 Bethlehem Steel Co,'Chicago 20, III; J. G..Skx, Sopt, Safety & Pit Prot, Acme |` ..Steel Corp, Chkago 27,11L , . * ... * -. J Foundry Industry Committee--Jouh . SraowLS (Chmmum), Safety Sopvr, Caterpillar Tractor Gx, Peoria, HL; Cbajoxs Rrskt, Pert. Mgr^ Grade Foundry, Mityrabkee, -iWBfcr'IC? S.Hxxxxs, Safety Director, General.. Motors Corp, G<M. Bldg, Detroit 2, Mich.; J. M. Eaxxk, Dir. of Safety ft Insurance, The Cooper-Besseroer Corp,-Grove . City, Pa.; H. J. Won, .Director of Safety, Hygiene and Air PoQ. Control. American FoundrymenV Society, Golf and Wolf Roads, Des Plaines, HL; G. W.Datxs,, Asst Per.Mgr^ National Malleable Sted Castings Co^ Sharoo Worics, SharoP, Pa.; iW. R.: . ETBJtzxxz, Mgr, Industrial ReL, Bhvr-Knoac Co, Aetna Standard Dir, EBwood Chy, Pa.; J. JL BiHCtucAV, Safety Dir, Dominion Foundries ft Steel, Ltd, Hamilton, Ont, - -Canada. \ SteefServiee 'Center Committee--R. F. ScHaoanaa (Chaumkm)i Masager, SafetyDhr, , Joseph T. .Ryerson ft Sons, Inc^. Chicago 80^ HL; Akthux J. Mattuc, Manager of Personnel, U. S. Sted Corp, Chkago 4, Bti;.G. J. MrrcHii4L, Supt'of jnd. Relations, Republic Sled Corp, ManufacturingDhrisiou, Youngstown l.Ohia ^ Industrial Hygiene Committee--Johk Jamoos (Chairman), Ind. Hygiene Eng, Jones ft Laughlin Sted Cbrp, Pittsburgh, Pa.; Hasby M. DoNAtnsoic. Mgr. IncLHygkne ft Safety, Tbe Brush Beryllium Co, Elmore Dir, Elmore, Ohio; W. E. SnaSTA, Chief Ind. Hygienist, ReptMc Sted Corp, Research Cater,. Cleveland, Ohio;-E. J. Laigzxt, Industrial HygieniftfReynolds Metals Go, Richmond, Va. v- Steel Industry Committee--G. H. Rsuly (Chairman), Mgr, Safety, National Tribe Dir, United States Sted.Corp, Pittsburgh 30. Pa.; E. G. TaormrAir, Works Supra of Safety, Cntdbk Sted Company.of America, Midland Works, Midland, Ft; Aataanr T. Poaxaaa, Safety Director, Allegheny Lodlum Sted Corp, Leechburg, Pai,; BnL Ellis, Sopvr. of Safety, Shcffidd Dir. Arrooo Sted Corp, Kansas City 2S, Md; Ray Wduxtt, Safety Director, Jessup Sted Co, WasUngton, Pa.; H. I* Skocixv Senior Safety Super, Repribtk Sted Corp, Central Alloy District, Canton, Qhipj.W. B. Btnncnx, Safety Supvr, RepubSc Sted Corp, Youngstown 1, Ohia Non-Ferrous Industry Committee--E. C BacMWAX) (Chairman), Dir, Safety, ft Tech. ' EmpL, .American Smdtmg ft Refining Co, Salt Lake Gty I, Utah; K. C Gsaham, " Safety Coord, Union Carbide Corp, Metals Dhr, Aditabuh, Ohio; T; f; Pncm, Kenneoott .Copper Corp, Utah Copper Dir, Smdter Plant, Magna, Utah; HoWa*d Hooo, Sdpt, SMety ft Security. Onaet Corp, Hannibal, Ohio; F. H. Illw, ,Mgr. of Safetyft Security, Aluminum Gx of America. Pittsburgh 19, Pa. >. Fabricating Industry Committee J. Patlyuc (Chairman), Personnd Supvr, East Chkago Works, Bkw-Knox Co, East Chicago, Ind.; Eau. A. Bkattok, Secretary, Sted Plate Fabricators Assn, Chkago, ID. 60603; J. F. Caocou, Mgr,- OperationS'ConsL, Chi cago Bridge ft Iron Co, Oak Brook, 111.; J. L. BacxKKt, Mgr. of Safety, Phots, American Bridge Dhr, United States Sted Corp, Pittsburgh 30, Pa.; E. J. Counts, Safety Engr, Fabricating Sted Const Wks, BethlAem Sted Gx; Bethldiem, Pa. '.C . IVest Coast Contmittee--P. P. Pkltoh, J*. . (Coordinator), BcthkfremSted Co*.Padfic ;;f`; 7;v`;- ^ ;': - /* :^ Members AtLorge--Houxs K. Lambu Cbrpi,' Oakland 12;Calif.; Gaoasg NuiaNwaon, Dir. of Safety, Kaber Sted'.Cotp^'Fbotdia. Calif.; HAUY'ScHWArrz, President, Washington Pipe & Sted Co^Seattiei, Wash.; Yzbk S. Scott, SafetyMgr., Bridgeport Brass Dfv* National Distilleries & Chemical *`>25 . v'.Gor]iy.-ItiyersId^'Griif-:.;f--.\ . . 7 :< '. - *z.wr.. - - v fV.V-.' i s::*. Km SVm Francisco Area--Roy E. Mattison, Federated Metals Dir., Ama^am/Smelting k. Refining Ca, San Francisco 24; Calif. Northwest Ared^-R. V.IIojuicax (Chatman), Safety Supvr* Hydro*Ahuniimm;8tChem ical Corp* Trentwood Works, Spokane 69, Wash. ;R.S. jAMAaSafety Ehgr* Bedde* hemStedCo^PadfficCoastEir^Seattle24,Watit. y .V Los Angeles Area--Eswa S. vifrHXOor (Chairman), Bethlehem .Steel Co* PadfieCoast Div*; Terminal: Annex, Los Angeles 54,'Calif.;/A. G.CUCTS,HarrktyAhTdnam,.Go* Torrence, Calif. : V `7`. ;`". ' ., v-;;;V i. Salt Lake Cit Area--Tfaxon T. Fnraat (Chairman), Kennecott Copper Corp* Utah '.Copper.Div* ltLakeGty.Utah. v' Research and Advisory Committee--*Jauks G. Cuiaex (Chairman), Soper* Safety Section, Ford Motor Co* Dearborn, Mich. ; *D. D. Maim, Wdrics Safety 'Adtah. Safety. & Wdfsfre Dept* Jones & Laughlin Steel Corp* Pittsburgh Works Dir* Pitts* burgh 3, Pa.; *R. I. Pisii, Sppt of Ind. Rel* Chicago District, Repdb&c.Sted Corpi, Chicago 17, III.; *J. D; Holtzafple, Mgr. of Safety ;& ;Trahsng, .Blaw<KnoK Go, * Pittsburidi 22,; Pa.; *0. J. Eigenbbod, Supt Ind- Rd^ Staff, The Colorado Fbd Jk lean Corp* ,Buffalo 2. N.Y.; *G. O. Gkotik, Mgr. Hazard Control, Draro Corp* NeriDe Island, Pittsburgh 25, Ba.; ;*J. J- NolaA, Safety Engineer, Betiddwm.Sted Gv, Betide* hem, Pa.; *H. S. Simpson, Mgr. Safety, Caterpillar .Tractor Co, Peoria 8, DL; *J* I*>. RmiNCca, Dir* Safety & Plant Prot* Inland Steel Co* East Chicago, ImL; fP. 3L* Gktjndman, Safety Bigr*. Arinco Sted Corp* Armco Dir* * Baltimore 3kitt| *R. L FtabOUsoN, Asst Kr. of Ind. Rd* Republic Sted Corp* RepubBc Bld^* Oerdind, . Ohio;. *D. A. FX*aEix, Dir. 6f Safety,. U.Si Sted Corp* Pitriburgh 30, Pa.; H: G. Hcnssi* Araufia, aUf. . ;.V;' ' ^ Staff Representative--'E. E. KbcH^National Safety Council, 425 N. Michigan Aec* Qd*> cago,IH60611. /?.;-v Past General Chairman .* % V * >' - -IS 22 Transactions . . e . * \ -. ' I i : f! V* national safety. COUNCIL 425 N. MichkjoaAvnu Chicago, Illinois 66611 V > OFFICERS OF THE m m , *.? J 1***7 >r3 - MINING; ;l'$3 NATIONAL SAFETY COUNCIL19WH*4; ^;^ : 'J ' i fr:.4 . General Chairman--J. A. Goon, Fakeinbridge Nickel Mines 'Ltd^r FalconbridgVvQW Canada ' ''I;. r-' ^tn'wViut Chairman-Elect & Secretary--tinauxt A. Wendei* TheAnacondrC^ Butte, Mont 59701 ; , -.i ov \ ^ .'33 \jA Second Vice-Chairman--A. D. Annand, Tennessee Copper Co, Copper Hill, Tenn. ; " =:C.;-n(-IM/J h'* Third Vice-Chairman--Haiold Bare^ Bethlehem Steel Compahy,>Bethlehem,fPa.1186l6 v ` '' . .' . ... i " ;*'. try- >> Newsletter Editor--Allen D. Look, U. S. Bureau of* Mines, Fed^ BM^^lJp^t^ l^at 8<b . ' / . A -j <>'<. j>;s. .-r!v Assistant Newsletter Editors--Northeastern District, JosErHWEEKV.New Jen^ Zbc Company, Franklin, N. J. 07416; Southeastern District, H.:F. Thompson,'AmericanZinc Co, Mascot, Tain. 37806; Western District, W. Lynn Hart,American; Smeltingand Refining Co, Wallace, Idaho 83873; Southwestern District^R. L,<J6hnston,' Chino Mines Div, Kennecott Copper Corp, Hurley, N. M.; Eastern CandddDitirietrlfc* R; Fraser, Accident Prevention Association of Ontario, North Bay, Ont, Canada ; jVtsterU - Canada District, J. D., McDonald, Mining Association of B. G, Vancouver,!. B.: C,. Canada . .; v \ ..v 7'l'i.^S^ 11 - j?f Off-the-Job Safety Commif/ee--Herbert* A Wendel, (Chairman),VThe^Aswaao^Os^ Bureau of Safety, Butte, Mont 59701; A. D. Annans Tennessee Copper. Coi Copfier Hill, Tenn. 37317; Harold L. Bare, Bethlehem Steel Company.Bethfehe^Pa.; 18016, j Entertainment Committee--Everett White, (Chairman), Ifine ' Safety, AppliancesL-Cd, Pittsburgh, Pa. 15208; Joe T. Williams, The Bunker Hill Coi Kellogg Idaho83*37 ,.M Engineering Committee--W. H. Bonneville, (Chairman),- C^nadWj6hns-ManvHle,Co, Ltd, Asbestos, Quebec, Canada; George A. Borgeson, M. A Hanna Co. Agents, Hib- bing, Minn. 55746;.Charles G Hilton, U. S. Smelting, Refining ft Mining ;Gx,-:Silt Lake City, Utah 84110; John E. Bcrripce, Hall ft Henshaw Ltd, Insurance, Montreal 2, Quebec, Can. *' % ^ . J - C # . Membership Committee--M. R. Fraser, (Chairman), Mina Accident Prevention Associ- ation of Ontario, North Bay, Ont, Canada; Walter E. Montgomery, Quri>ec Asbdftos Mining Assil, c/o Hall ft Henshaw Ltd, Montreal 2, Que^ Canada; H.^ BLOY. Mines Accident Prevention Association of Manitoba, Winnipeg, Matt, Canada;^Harold F. Thompson, American Zinc Gx, Mascot, Tenn. 37806; Walter O. Gunelson, The Hanna -Miiung Ca Agqits, Hibbing, Minn. 55746; R. Larsen, Nevada Mines Div^ Kennecott Copper Corp^ Ruth, Nevada 89319 M :`trl Program Committee--Roy G. Stott, (Chairman), Bureau of Mines, Interior Btdg^ Wash ington, D. G.20240; A. W. Ness, American Smelting ft Refining Co Salt Lake Qty, Utah 84101; M. R. Fraser, Mines Acddent Prevention AModation of Ontario, NorOi Bay, Ont., Canada; Joseph Hall, Reserve Mining Ca, Silver Bay, Minn. 55614. 58  . : , ; . / \ . ... . : . ;43}" sistnuipY Visual.Education CobtmtiU^-GutxH M. Hostettm, (Chairman), Erie Mining .Co, Hoyt ^TftVrs, Mfen^^SSTSO: A. W. Ness, Ameriquj^Smelting & Rd^^bfeCp^SsItll^aeifCity, ^tJtahJMIOIfAVnxiAM. L. SmTitr, J8ut^Montana S970l) MicLtnf ?;.- \;-'Sv; -{. ... > : ' -;t. v`Tfer.-itesjfjysssjilj*- .Q; & ht-ShS, . ' . Axsoaatidns-PubKcity fymwtittet^Rouax M^NjUL,.(Chainnan) j TberUanu Mining Co. OAgents, flron River, Michigan 49935 5;GK^ SALii JMininf Congress Journal, Washing- *. i;tph, ;D. ;Gi 20036rAfcvwr W. KNoa*rEngin6eHng;&Mtnh>g Journal; NewYorkSd, \N.':Y.r..GacE O.A*gaix,;J*., World :M|ning, JSan Francisco, CaW, 94105; Chub MAitor* Canadian Mining Journal, Gattlenvale,- Que^ Canada;-:Rjchaw N. PAUix,^The 'HanhaMiningi Co. Agents, Hibbing,Mmh.`55746; David'N. Sxzxxnrcs, SkilHngs Mining ; ^Rfevie^ODNalartfi^imsa:^SSaOR1.?.7^..V-I- v w i*'*-*V 'l ' . HyffUne<sndrVcniilatim CowmiHrc-^Rl j. SEAMX, (Chairman)/U. SJBurean of Redataa- : ..tiWGtnnusonJ Colo.fel230; Johh W. WXaiEK. The Ahaco^ Co^^tt^ Mont 59701; 1 .G D- WiKANS, Region 7, Bureau of Reclamation, Denver; Cola. 80225; G.. R. Youptf, ' ^Rib^lrinto Mahj^emeDt Services Ltd, Toronto^ Ontario, Canada; TT..MUorwaxmnui*a*, l/RayfMinea Div., Kenhecott Copper Corp., Hayden, Aria. 0S235;!W.'AHBai(MWKH, Mihes ^Accident,'Prevention Association of Ontario, NorthBay, Ont,C*nada; Rooeet G '<<ku^i^Fidtands.Mather&CdjHoyt;LokevMlnn.55750 * - ;j*-*`G^y . ^ ,* ?iv .*;; I-.*.. ? ?**}",, V*t ? *' ' ' /. \ ' Tt&dnff.. Ccmimitec^-H. Blqy, (Chairman),. Mines'- AccidentTreVoftoh' Associatlon of 'Mamtoh^VWitinipeg, Man., Canada; *G R.NHL, BethleherniComwaH-Carp* Cornwall, .`.Pa. *7016f Mi'R. Youkg/ International Nickel Go. ofCanadrf.XttL, Copper*Cliff, On- ` ctandsCwada ;J. H. House,' Mermac Mining Co^ Sullivan; Mo. 63060; Foam RutEfort, f.Int^mmitid Minerals and Chdnical Corp^ Skolde, ttL 60078 f. Memb&ittyLarge~+EDWAMJ> C. Leonamv Inland Steel Cxx, Isfcpeming, Mich. 49849; *Al Kolu, Pkkands Mather &Co., Duluth, .Mhm.. 55802;, *G: R^Ncn*' Beddtdsem Cornwall. C-Gorp^ Cornwall, Pi, '17016; *S. E SkaMp, Tennessee-Copper GvCopjperhill, Tenn. : ( 37317; *Ri F. Wilsok, Oliver Iron Mining Diy., -U. Sr.Sted Cotp; DtdudW Mhm. 55802; .{Joe T.^Villmiis, The Bunker, Hill Ca, Kellogg. Idahoi 83837; *J. MT Smitb, Asbestos *'lC^Ii^|ni^dra'Min^'0^:Ca&^ t Ul.-.... ..... . JV'V'"... (,r' '.'' f 1' / .;> .r -:-'v'c.h' v Noii*irtdtut{t!Qh*mittct--*EDWAKD G- Leonaid, *Al Kotu, *G Ri Natt* Secretary Staff Representative--Cukton H. Hoch, National Safety Council, 42S N. Midngah A, Chicago 11. Illinois 60611 ; ------- ; `.i. *. ^* V *f t % Past General Chairman u*<. *:; 9 '; 4 Vi 't .. V.\ 'i'i-'-fnvVK .& . n'-> . rtO. 39 Labor S Masagei Califonr Salt La! Roanoke way.. Sal Safety,' Assodat Traffic ! and Fir Compare Dobra' tion Sal T. A. 1 of Bord Chapter, ecutivc Manage Chairman Commercial Vehicle Section--Haw/uu T. Walton . Assodat Director Chairman Transit Section--Eaea R. Schuemann N1NU, D San Fn sonal Li ChoirmanSchool Transportation Section--C. Bill Lemon five Vic TL Flic Staff Secretary--Ama C Fracs land, D Author! Board of Directors Representing Motor Transportation Conference--John C Bathe, Eihest G. Cos, Welby M. Fiahte, Robert E. Goose, Robert C. Hendon, Clause A. Jessup, Fihley S. Lake, Edward B. Landry, C Boll Lemon, William 6. Mac intosh, Harry 0. Mathews, Artbui J. Naquin, Karl Schulex Freight! Division M. Fax Vlee-Pr noli; V Honorary life Member--J. P. Htohtowee . . Winston Assodat Prevent Escecntbe Committee--G W. Boyce, H. A. Brandaleone, J. M. Busby, Jr., G D. Calkins, EJ. Ehohs, D. M. Fergusson, A. L. Haucx, H. R. Hosea, J. W. Jacobson, F. S. Laze, G Bill Lemon, A. S. Lombardi, J. W. Lumpkin, W. G.'Macintosh, A. J. Naquin, R. N. Farch, John Parsons, L. F. Pueves, Marx Robeson, E. R. Schuemann, H. N. Schulz, Karl Schulze, W. J. Simon, G. D. Sontheiheb, E. A. Thiel,H.T. Walton, D. L. Williamson W. Ha Wosbini tion Ui Operath to Pres Holley, Harold Motor Transportation Conference--N. E. Aikin, Director, Industrial Relations, Commercial Motor Freight, Columbus, Ohio; Carlton Alexander, Director, Personnel Training Institute, Richmond, Virginia; John G Baine, President, Tiansit Services Cor;, St Louis; Missouri; J. Pope Baird; Assistant Director ol Administration, Transporta-, Washim Los Ar F. J. B. Fredda Preside tion Section, State Department ol Education, Tallahassee, Florida; M. Barber, Director, Safety and Insurance, Scherer Freight Lines, Inn, Ottawa, Blinds; K. N. Petrole Divisioc Beadle, Director, Safety and Driving, Pacific Intermoimtain Express, Oakland, Cali Acdden fornia; Richard G. Becker, Director, Fleet Safety Services, Association of Casualty and Surety Companies; New York, New York; Carroll W. Boyce; Chief Editor, - - Fleet Owner Magazine; McGraw-Hill Publishing Co, New York; New York; Harold A. Brandaleone, M.D, Chairman, Committee on Standards for Motor Vehicle Drivers, S. Lak gan; H New \ \ Industrial Medical Association, New York, New York; M. G. Bullock, Assistant Manager, Engineering Department, Transit Casualty Company, St Louis, Missouri; Depart! J.LSpti Fred Burccray, Director, Highway Research Board, National Research Council, State I Washington; D. G; J. M. Busby, Jr, Safety Superintendent of Transportation, Memphis Transit Company, Memphis, Tennessee; J. Godfrey BU7LZR, Director, Personnel & Safety Frank 92 X * Libor Relations, D. C Transit System, Inc, Wsshingtcn, D. C; Clay D- Caurnia, Manager; Safety , and-Personnel, Pacific'.Motor. Trodting Company, San Frandaeo, California; Robixt W. Caxy, Regional Safety Officer, U. S. Bateau of Reclamation, Salt Lake - Gty.Utah; R. D. Cassxll,- Praldad, Safety Motor Transit Company, Roanoke, Virginia; William Coat^tL, Traffic Coosuham, Insurance Institute for High way Safety, Washington, D.C,; Exkxst G. Cox, Chief, Sectioo of Uotor Gorier' Safety, Interatate;Commerce Commotion, Washington, D. G; Roam E,. Chon, Ja.. Associate Research Engineer, University of California, Institate of Transportation and Traffic Engineering; Richmond, California; Fhnviicx H. Dam, Manager, Aeddent and Eire. Prevention Dept, 'National Association of Automotive Mutual Instuance Companies; Chicago, Illinois; Joas A C* Paw, Director, Safety and Personnel, DdhrnTransIer Company! Rock Island, Illinois;. Conor Doau, Director, Transporta tion Safety & Training, B. C.'Electric Company Limited, Vancouver, B.C, Canada; T. A. Dusebo, Milk Industry' Foundation, c/o Borden's Farm Products,- Divisioo of Borden Company, New.York; New York; Cuktok W. Dxxyis, Manager, Eastbay Chapter, Natloinl. Safety Cotindl, Oakland, California; Mas. Maxiha Dmrur, Ex ecutive Director, National Truck Leasing System, Chicago, Illinois; B. H. Enauca, Manager, Institute -ofIndustrial Launderen, Washington, D. G; P. R. Eluwckh, Associate Director, MUk Industry- Foundation, 'Washington, D. G; E. J.- Emom; Director, Automotive'Safety, Armour and Company, Chicago, Illinois; Paul J. FAR-. Kura, Director, Bureau of Personnel and Safety, San Frandaeo Public Utilities Comm., San Frandaeo; California; Douglas M. Fracusiou, Snpcsinttndcnt of Safety, Per sona] Lines, Nationwide Insurance Company, Columbus, Ohio; Graces E. Fioax, Eateu-' tive Vice-President, Transport lndahnity Company, Lot Angela; California; IxOhASn ''R. Fucxrx, Safety. Coordinator, Fermanente Cement Company, Kaiser Building; Oak land, California; DavutM. Flyhh, Superintendent of Transportation, Chicago Transit Authority, Qiicago,: Illinois i Wiiuuc M. Four, Director of' Safety, Consolidated Freightways, Chicago, Illinois; William H. Fxaxxy, Assistant Director, Field Sendee Division, International Association of Chiefs of Police, Washington, D. CjWilby M. Fxaxtz, President; Eastern Express, Inc, Terre Haute, Indiana; Roaxxr F. Gocxz, Vice-President, Transportation and Safety,.The Greyhound Corporation, Chicago, Illi nois ; W. T. Gowxhs, Vice-President, Industrial Relations, Pilot Freight Carriers, Winston-Salem; North Carolina; Hoiagi- I. Gwilym, Executive Secretary, National Association of Taxicab Owners, Cleveland Ohio; H. KHalisooxs, Director, Aeddent Prevention. Division, NatT Automobile Transporters Alin, Detroit, Michigan; Dais W. Haxdut, Manager, Transportation Department, V. S. Chamber of Commerce, Washington, D. C; A L. Hauck, Director, Safety and Public Relations, Transporta tion Underwriters;. Inc, Indianapolis, Indiana; Bourn G Hzmoit, Vice-President, Operations, REA Express; Inc, New York, New York; J, P. Hicaiowxa, Assistant to President, Pilot Freight Carriers, Winston-Salem, Noth Carolina; William R. Holley, Special Ih" Engineer, Fanners Insurance Group, Los Angeles, California; Haxcu. R. Hosts, Director of Research, National Association of Motor Btta Owners, Washington, D. C; Joax L. Hcghis, Operations Manager, Tanner Motor Tonta, Los Angeles,- California; Johit W. Jacobson, Director, Aeddent -Control' Division, F. J. Boutell Driveaway Co, Flint, Michigan; Majo* Gxx. J. G Jaymzs, USA (Bet.), President; Natitmal Traihraya Bus System, Washington, D. G ; CiMnm A Jxssov, President, Virgiiiia Trailways, Charlottesville, Virginia; Walux Johmsok, Liquified Petroleum Gas Association, Chicago, Illinois; Joax H. Knic, Manager, Motor Track Division, Automobile Manufacturers Assn, Detroit, Michigan; Ebwais R. Klamm, Accident Prevention Director, Allstate Insurance Company, Skokie Illinois; Flutxv S. Lakx, Director of Safety, Interstate Motor Freight System, Grand Rapids, Michi gan; Hxmxy G. Lamb, Safety Engineer, American Standards Association, New York, New York; EbwAib -B. Laneuy, Director, Safety and Health, U. S. Post Office Department, Washington, D. G; Waltz* H. Laxgsdu, Automotive Manager, Thomas. J. Upton, Inc.; Hoboken, New Jersey; G Bill LaMoir, Director, School Boa Safety, State Department of Kdncatinn, Santa Ft, New Mexico; Axthoky S. IjOMuant, Safety and Personnel Director, Western Truck Lina; Ltd, Los Angeles, Cefifontia; Fkaxe P. Lowxxy, Assistant Managing Director, Auto Indnstries Highway Safely Cnrvm Washington, D, G; Van Court Luca*, Administrative Assistant American Transit Association, New York New York; J. Wylie Lumfxxn, Manager, Safety Division, REA '.Express, Inc, New York, New.York;'W(LUAM G. Macintosh, Manager, Engineering Department,' Hartford*Accident and. Indemnity, New York New -York; J. F. McKenna,-Technical Assistant, American Petroleum Institute, New York, New York; Da. James L. Malfextx, Professor of Education, Colombia University, New York New Ytirk; Hasry O. Mathews,-Vice-President, Transporta tion & Distribution Dir., Armour and Company, Chicago,-Illinois; Charles C. Mtii.fb, lire Manufacturers Division, Rubber Manufacturers Association, New York New York; Lee Director of Safety, Cincinnati Transit Company, Gnrinnati,.Ohio; Romsar F. Mills, General Plant Safety Supervisor, Mountain States Telephone and Telegraph Company, Denver, Colorado; John B. Murray, Specialist, Pupil Trans portation, U. S. Office of Education, Washington, D. C; Arthur J. Naquin, Safety Coonsdor, New Orleans Public Service, Inc, New Orleans, Louisiana; Amos 2L' Nkyhart, Director, Institute of Public Safety,. Pennsylvania State University, Uni? venity Park Pennsylvaua; Ricbabd O. Olson, Safety Director, Dan Dugan Oil & Transport Co., Sioux Falls, South Dakota; Stanley A. Ossman, Director of Safety,- Western Greyhound, San Francisco; California; FUakk-G Palmer Chief, Traffic Safety Brandi, U. S. Public Health Sendee Washington, D. G; Rauxl N. Parch, Safety Manager, American Gas Association, New York New York; J. O. Parxeb, BeQ System Safety Supervisor, American Telephone & Telegraph1 Co* New York New York; John Parsons, Supervisor of Pupil Transportation, State Depart ment of Education, Columbus, Ohio; Stanley W. Parsons, General Safety Director, Carnation Company, Los Angeles, California; Loene F. Pubves, Superintendent*. Transportation and Safety, Toronto Star Ltd, Toronto, Ontario,'Canada; C B. Raw- ' son. Editor, Commercial -Car Journal, Philadelphia, Pennsylvania; Dwight E Ray, Director of Safety, Pilot Carriers, Inc., Winston-Salem, North Carolina; William . R. Redmond, Fleet .Safety Specialist; Employers Mutuals of Wausau, Wausau, Wis consin; A. T. Regelmak, Vice-President, Strochmann Brothers Company, Williamsport, Pennsylvania; B. A. Rennolds, Operating Manager, Virginia Trailways, Charlottes ville, Virginia; Marx Robeson, Vice-President, Yellow Transit Freight lines, Kansas Gty, Missouri; Carl C. Saal, Chief, Traffic Operations Division, Bureau of Public Roads, Washington, D. C.; Claude Schlagenbaut, Director of Industrial Relations, Akers Motor Lines, Inc* Charlotte, North Carolina; Elmer R. Schuemann, Super intendent; Transportation and Safety, United Motor Coach Company, Dei Plaines, Illinois; Howard N. Schulz, Secretary, Committee on Medical Aspects of Auto* mobile Safety, American Medical Association, Chicago, Illinois; Kail Schulze, Supervising Safety Engineer, Standard Oil Company of California, Western Operations, Inc, San tfraadsco, California; William J. Simon, Safety Coordinator, National Highway Users Conference, Washington, *D. C; E. J. Sungerlans; Safety Director,. Seattle Transit System, Seattle; Washington; Mbs. Madeline H. Smith, Executive Secretory, American Taxicab Association, Chicago; Illinois; Goley D. Sonthekmes, Director of Safety, American Trucking Associations, Washington, D. G; K. A. Stqnex, Assistant Engineer in Charge; Technical Liaison Section, Engineering Staff- General Motors, Warren, Michigan; Gilbert E. Teal, PhD., Director, Social Factors Group, Dunlap & Associates, Darien, Connecticut; Elliott A. Tam, Director,..Acci dent Prevention, Columbus Transit Company, Columbus, Ohio; Stephen J. Tompkins, Chief Engineer--Trucks, Dodge Division, Chrysler Motors Corporation, Detroit, Michi gan; J. Pianos Thmmes, Vice-President, Industrial Relations, Ringsby System, Denver, Colorado; Howard T. Walton, Director of Safety, McLean Trucking. Com pany, Winston-Salem, North Carolina; Best L. Wheat, Safety Director, Eastern Express, Inc* Terre Haute, Indiana; John G White, Managing Director, Private Truck Council of America, Washington, D. G; T. H. Wilkensoh, U. S. Army Di rector of Safety, Department of the Army, Washington, D. G; D..L. Williamson; Superintendent, Training and Safety, Cleveland Transit System, Cleveland, Ohio; Thomas A. Wolf, Supervisor, Traffic Police Administration Training Program, Traffic Institute; Northwestern University, Evanston, Illinois . OFFICERS Chairman--H. First Vice-Cb Second Viee-C Immediate Pa Members-at-L Bakov, S !t Co, Ch Bleuh, B ways, Cha H. D. Ft ' Consolidati Win5ton-S Yellow Ti Company,' Ohio; RNorthem Police, Sp A. T. Ri OXakes ' Dallas, T Southwest Denver, C Wenham tag Co., ! Counselors-- . DaPaw, mobile T writers, i Owners, A. S. 1 Toronto Staff-Refret Past Chair X- . tfl S'U ; V C v'i * Transactions * *.*= i . * l \ . *.V * ' *i *.'.?4 ' *v :- - w <. A-; \ *'A: * ': : jr ' . v V .V\? . \i - ?.: Aic *>i V v:r . / . I . * - AN $.;? :-1A .Ar.xAl l ' ' V.v*-'i `.i VV"- / ..... . . . ', ' .. ' I *. " A*' NA+IONAiTS&^^ 425 Ni Midiigdn ^ l;/^ Chicago; Illinois 6061V J. 1963National Safety Congress try, the physician has a special opportunity^ These ,af* !! octrcmdy .Jmportant aspects to guide the safety program through his ' of the control ofthfc working environment medical understanding, of health prindples AlI .powdr to yoowhohave leaned these when die personnel man, working fflone, physical techniques of coUtroL may lack specific training in health and However, you are going to find fa these safety problems. papers that our speakers will be talking After the conclusion of the three papers, more about the human being whoi works fa we hope there will be questions. There is this, environment, his emotion! problems, , in this room an accumulation of skills and his training, bis partial disabilities andthe . knowhow in the promulgation^ of safe- hazards to safety produced by his reactions guards against industrial injury Mid disease with fas fellow .workers, .and with Che en- that should produce a lively <scusshxl We`... vironmenL I suggest that you keep your ' hope that you will feel free in your ques- - ears alert to'tKe digital approach of our tions to be critical and inquisitive. Most, speakers toward this human being on th^ of all, we hope that a. contribution in this job. . discussion .trill be made to a broader under* i* Janrelv fa this field of the behavior standing of how each of us. can improve of the human being that the physician and . safety practices for industrial workers. nurse make contributions to ;youf mfety Before introducing our speakers, 1 would programs. The dang phrase has it that like to make one comment which may it takes hm to tango. We fa mefidne are- possibly improve the understanding of all of concerned with the person who gets hurt us fa the consideration of teamwork for somewhat more than withthe physical en- safety. I think most of you in this audience vironment that hurts'him! Both are fan- have been schooled to kxffe'updh safety as . portam. So try to take note,of the mf- a matter of controfling the physical work- . ployeds part fa the prevention' of injury ing environment As safety engineers, man?' - when you listen to our three speakers. Yon of you are particularly concerned with people deal with theengfaeering of the safety equipment, protective devices, methods physical environment We deal fa human of safe operation, ventilation,'shielding and engineering. It takes bo4h to . make an prevention of exposure to toxic substances, effective team. ;' LARGE PLANT MEDICAL AND SAFETY PROGRAM i : 't. By DANIEL C. BRAUN, 1U>. Assist Medical Dir.,Divisions and Associated 8dbsldlaffaa United States Steel Corp^ Pittsburgh, Pa. When I first saw the title of the pond discussion, I was surprised and dismayed to note the use of the word "meddle** as applied to the efforts of physicans and nurses in the safety activity. After some weeks of quiet cogitation, however, I am prepared now. to. admit that in all fairness, you are entitled to list it'so--not because I fed that the medical department las any less responiubility-for safety, but simply because of the fact that if this were a medical convention, rather than a safety conference, it might well, be that a similar panel would be discussing the "meddling" by. safety engineers in the medical program, Certainly we. are entitled to our-, separate viewpoints, if indeed there is any real difference between them. I am sure; bowever, that the `program chairman simply was indulging in a little humor, expressive of the warmth .of feeling taud mutual re spect that las been engendered by the dose association which medical and safety personnet enjoy fa -industry today.. I *M*ilr I. might say that we are compatible- and it b weU ttat thb b so sfaKe fa thb day and age; both safety and .industrial wwdfrfat are. team efforts ..which canreach'their gods ' only by diligently following the team ppproach. 18 > \ d] Volume 19 National Safety Congress Transactions PETROLEUM INDUSTRIES 1 Ow NATIONAL SAFETY COUNCIL * *\ * 425 N. Michigan Avonoo Chicago, Illinois 60611 OFFICERS OF THE PETROLEUMf SECTION NATIONAL SAFETY COUNCIL 1963-64 General Chairman--S. Ross Cam, Golf Oil Corp, Houston, Texas. Vice General Chairman--Gvars F. Stednitz, Universal Polydiem lifg. Div, Universal Oil Products Co, McCook, I1L .v.*3 Secretary--Roland Pryor, Phillips Petroleum Co, Bartlesville, Olda. . Staff Representative--John .Epperson, National Safety Council, 425 N. Michigan Ave, Chicago, 111. 60611 S * .9 *4 Special Representative--Jack McKenna, American Petroleum Institute; New .-York 20, ' N Y{ : \; ' '. Program Chairman--f^AUL Adams, Continental Oil Co, Houston I, Texas Chairman, Div: of Production, Drilling & Exploration--Kaevrin 'Vl Brooks, (Sties Serv \ ice Oil Co, Bartlesville^ Olda. ' . :' Chairman, Div. of Marketing--J. J. Jarvis, Atlantic Refining Co, Philadelphia, Pa. Chairman, Div. of Pipelines--Paw Edwards, Colonial Pipe Line Co, Atlanta 5, Ga. v- Chairman, Div. of Manufacturing--G K. Roor, The Pure Oil Co, Palatine, 111. : * Chairman, Off-The-Job-Safety--E, W. Miles, The Marathon Oil Co, Findlay, Ohio.. . t Newsletter Editor--John E. Engle, American Oil Co, Whiting Refinery, Whiting, Ind.. :a i Chairman, Publicity & Pub; Relations--Roam Duxsaver, Supt of Safety, Cities Sendee Petroleum Co, East Chicago, Ind. *- Chairman, Health Committee--Dr. G. H. Colungs, Jr., The Standard Oil Co, Chicago80, IU. - .'3 Chmrman, Education & Training--O. G Haier, The Standard Oil Co, Cleveland 15, Ohio Chairman, Atlantic Region--G. S. Mattis, Sun Oil Co, Philadelphia, Pa. Chairman, Gulf Coast Region--Warren W. Myers, Tidewater Oil Co, Houston 1, Texav i 4 Chairman, Great Lakes Region--Jack Wallis, Ethyl Corp, Chicago, 111. Chairman, Mid-Continent Region--John M. Rollins, Ethyl Corp. Natl Bank of Tulsa Bldg, Tulsa 3, Okla. 26 :ll V* v . ' V,,V 1/ Nor Yorl^: N; Y., >.V ,v* *tv.*2 .Ww.*~. ;^<frNai#7-0uiMcy V. Tuma, Texactylnc, Houston l, Tcriii i> r*- ). f v -ivi >'.> V i J Houston-1* Texas; BL D. ^miY,"American' Oil Ca; Chicago. HL; J;E IfcKxxzxt h . Mobil 03 Ox, New Yorkv N/Y. ; C H Lwnocact Siodalr.Pipe Life Go; Sinclair Bid*; ' -Ind^endebce, Kans.; J. Howaxd Mmpts, TheAtlantk;Refinin* Ox, Philadelphia J, Pa.; ] -H.. T. Maiko, Phillips Petroleum Co., Bartlesville, Oida.; F. R.McL*AX,Mobil 03 | ;Go, Detroit Div., Detroit; .Mich.: ! 'MeinbcrMt-I^g^EAXL Rosseau, Clark Oilft Refining dorp,; Bit* Iriawd. DL; H. P. BaADUtyi' Service Pipe line Caf Tulsa, Okla.; J. U. Paixix, Humble Oil ft Refimaf i Ox, Houston 1; Texas; Kenyon.`ZnncouifAW, Marathon Oil Ox; Findlay, Ohio; Hoxza | (R Wheatley, D-XStmray Oil Ca; Tulsa, Okla.; . A, G. Aiuyaiasxt, Gttlf 03 Ox, j 'Hooston, Texas; W. A. Molloy, Paragon Oil, Lon* Island City, N. Y.; i- :v* Hi?. 1' ' i. - J. <?f. > \ vU,:-; I i '4*-. .J ,,r i t / i ' * v>'- ,: - --* o: *l< >? n> MY . ' f - ;i\ v 4 .< </ OFFICERS OF THE POWER PRESS AND FORGING SECTION NATIONAL SAFETY COUNCIL 1963-64 Secretary--Willard A. Dudley. Industrial Safety Div* Eastman Kodak Co* Rochester 4. N. Y. C Engineering <md Technical Publications Committee Chairmen: Forging Section William H. Bessy. Supt* Forge.Div* International Harvester Ox, Tractor Works; Qsago 8, HL; Metal Stamping Section--Cvtta. O. Enochs, Safety Dir., Chevrolet-FEnt Ufg. Div* General Motors Carp* Flint 2, Midi. General Chdrman--John'A. Churchill, Supvr. Safety Engg* AUis-Chafcners.Mfg; Go* Milwaukee 1, Wis. Vice Charman--E. D. Saij.ee, Mgr. of Plant Training, Safety and Industrial Hygiene American Can. Co* Hew York 17, N. Y. . . . Off-The-Job-and Public Relations--Hugh Campbell, Supvr, Safety- & Plant Protection, New Departure Div* General Motors Corp* Bristol, Conn. . *. Education and Training Committee Chairman--Wjc Atkinson, Jr* Corordinator Safety Fngg. Services, Continental C3n Co* New York 17, N. Y. Membership Committee Chairman--C C Drake, Dir. of Training and.Safety, Appleton Electric Co* Chicago 13, IIL- - Program Chairman --Robot Jordan, Chief Elec. Engr* Minster-Machine Co* Minster, Ohio. :* Newsletter Editor--Irving C Esuckson, Area Safety Dir* Reynolds Metals Co* Lonis.ville; Ky. Staff Representative--Arthur S. Kelly, National Safety Council, 42S N: Michigan Ave* Chicago 11, DL Assoc, Newsletter Ed.--K. D. Bell, Safety Adm* Detroit Forge Pit Chrysler Corp* Detroit 31, Mich.; C D. Brainird, Safety Engr* Olds Forge Plant, OldsmobOe Div* Genera] Motors Corp* Lansing 21, Mich.; Thomas H. Bullard, Safety Engr* Letterkpcny Army Depot, Chambersburg, Pa.; *Given H. Dugger, Deputy Dr* Operational Safety, U: S. A. E. C Albuquerque Operations Office; Albuquerque^. N. M.; M. R. Franklin, Safety Engr* Guide Lamp Div* General Motors Corp* Anderson, Lid.; Magnus GeRszewski, Safety Supv* Inland Steel Products Corp* Milwaukee 1, Wis.; Joseph W. Hast, Less Prevention Mgr* Liberty Mutual Ins. Go* Milwaukee & V/a. Members--Frank Hausman, Safety Engr* Employers Mutual Liability Ins. Co, of WIs- - cousin. River Forest, HL;`Edward A. Hessker, Vice Pres* American Securityand Patrol Service, Battle Creek, Midi.; Wm. J. Kxrscb, Supv. of Safety, Westinghouse Electric Co* Braver, Pa.; W. H. Kohles. Senior Engr* Plant & Factory, Western Electric Co* Columbus, Ohio; T. A. Kxaklow, Dir. pf Safety, Deere & Co* Moline; IQ.; Neil McCaixum, Safety Adm* Personnel Office, Chrysler Corps Highland Park Mich.; Emmett W, McCarthy, Personnel & Safety Dir* Drtis & Krump Mfg. Co* Chicago 36, IE; M. J. McCarthy, Safety Consultant Columbus McKinnon Chain Corp* Detroit 3, Mich.; R. L. Mom SupL of Engineers, Lumbermens Mutual Casualty Co* Chieago 40, BL; *Geo. R. Orth, Administrator-Safety, L T. & T. Corp., New York 22, N. Y. Warren A. Petbson, Jr* Peterson Products Corp* Schiller Farit DL; VxnbhtPolldta. Safety Dept* A. O. Smith Corp* Milwaukee, Wis.; G. A. Rttiunc, Safety Engr* Buffalo Stamping Plant, Ford Motor Co, Bnffalo, New York; `Donald W. Shii, Asst Gen. Mgr* Industrial Relations, Continental Can Co* New York 17, N.Y.; Gordon E. * Trank, Safety Dir* J. H. Williams & Co* Buffalo 7, N. Y.; Dale Winger, Safety Supr* Chevrolet-Cleveland Stomping Plant, Cleveland 30, Ohio Former General Chairman V MEMBERS OF THE PUBLIC SAFETY COM NATIONAL SAFETY COUNCI Members-at-Large (who are not members of other P. S. comt Theodore F. Bank, President, Athletic Institute, Inc^ Ch Executive Director, American Recreation Society, Was! Cary, President, Automobile Carriers, Inc., Flint 6, Mil Forest Service, U. S. Department of Agriculture, Washinf Crafts, Director, Bureau of Outdoor Recreation, U. S. Dei ington 25, D. C.; Dr. A E. Florio, American Assodado tion, and Recreation, c/o University of Illinois, Urbana, Administrative Assistant, National Sporting Goods Assq Geal, Assistant Director, American Camping Association, I D. Glaze, Jr., Manager, Chattanooga Area Safety Count Mark S. Gurnee, Chief, Operations Division, Civil Work neers, Washington 25, D. C; James J. Harford, Executh Society, New York 36, N. Y.; Fred V. Hein, Ph-D., Secret Aspects of Sports, American Medical Association, Chicago Chairman, National Men's Swimming Committee, Amatet Naperville, I1L; Paul V. Joliet, MB, Chief, Division Public Health Service, Washington 25, D. C.; Alan L. Ki tion, Olin, New York 22, N. Y.; Alfred B. LaGasse, Exe stitute of Park Executives, Wheeling, West Virginia; Jar Director, American College of Surgeons, Chicago 11, 111.; rector, Seattle-King County Safety Council, Seattle 4, W: National Director, National Campers and Hikers Associat Neer, Executive Secretary, National Industrial and. Reci III; Joseph Prendergast, Executive Director, National York 11, N. Y.; Edward Press, MX), Chairman, Accident ican Public Health Association, Evanston, 111.; Cuffor Health and Safety Committee, American Camping Assod: J. Schunk, President and Technical Director, Consumers' Howard C Seehadsen, Executive Director, Bowling America, Inc, Park Ridge, 111.; Max L. Spray, Executive and First Aid Association, Alexandria, Va.; James K. American Association for the Surgery of Trauma, Chicag Director, Outdoor Recreation Division, Ontario Safeti Robert Turner, President, National Industrial Recreat Ga_; Dr. Melvin M. Udel, Director, Safety and Occupati ' Insurance Company, New York 10, N. Y.; Daniel P. V reational Safety Branch, U. S. Public Health Service, Recreational Boating and Water Safety Committee: Nathan G. Baker, Chief Safety Officer, National Park 1 John N. Ball, Safety Coordinator, Fish and Wildlife S Norris C Barnard, Westfield, N. J.; Captain ERichard United States Coast Guard Auxiliary, Washington 25, D X ecutive Secretary, International Association of Amusemen Gladys L. Brown, Consultant, Health, Physical Educatior National Board, New York 22, N. Y.; Richard L. Brow: Water Safety, American National Red Cross, Washingtoi National Commodore, United States .Coast Guard Auxilit 52 IMITTEE L 1963-64 mtlees): 6 icago 54, HL; Ray R Butler, lington 5, D. C; Walter F. i.; Edward P. Cuff, Chief, {ton 25, D. C; Ds. Edward C artment of Agriculture, Wash- n for Health, Physical Educa- I1L; Richard V. Gallagher, Ration, Chicago 4, IIL; S. N. nc, Martinsville, Ind.; Eugene dl Inc, Chattanooga 2, Tenn.'; 3, U. S. Army Corps of Engi ne Secretary, American Rocket tary, Committee on the Medical 10, III; Harold W. Henning, ir Athletic Union of .the U. S. of Accident Prevention U. S. ling, Director of Loss Preven- cutive Secretary, American In- res B. Mason, M.D., Assistant Al McGee, Public Safety Di- ish.; H. Ellsworth Nathan, ion, Buffalo 21, N. Y.; Don L. eation Association, Chicago 1, Recreation Association, New : Prevention Committee, Amer- d Puus, Chairman, National ation, Inc, Concord, Mass.; F. ' Research, Washington, N. J.; : Proprietors' Association of Director, International Rescue Stack, M.D, Past President p 11,11; Ernest M. Taylor, i League; Toronto, Ontario; ion Association, West Point, onal Health, Metropolitan Life Webster, Assistant Chief, Rec- Washington 25, D. C service, Washington 25, D. C; ervice, Washington 25, D. C; axter, USCG, Chief Director, G; John S. Bowman, Ex- t Paries, Chicago 1, IU.; Miss i and Recreation, Y. W. G A., n, Assistant National Director, i 13, D. G; Homer L. Byers, try; Palo Alto, Calif.; Alfred W. Cai Washing Inc, W: Institute, Committ Vice Pr G. H. C Secretar 17. N. \ Winter ! Fla.; G Willowd H. T. 1 National ant, Staj Preriden Century Publican Board'B Manager Washing ington 2! Coast an INDUS'. Boating E. G Ki Secretar President National National Algonac Vice Pr Dr. G. Angeles, tection t Marine ! Motor B of the 1 E. I. Pe D. G; K Ma; Cl quarters. Coast Gi Publishei sistant D 13, D. C States G Kiekhaef Govemm. MHwauki Institute, American Execution Sritz, D Executivi Texwilu Clyde lA Corp., _Dt p ;'01 W. Cantwell, National Director, Safety Services, American National Red Cross,'Washington 13, D. C; Braxton B. Cask, President American Waterways Operators, Inc, Washington 6, D. C; Ralph E. Casey, President, American Merchant Marine Institute, Inc, New Yoric 4, N. Y.; Kenneth B. Champ, JN, Chairman, Planning Committee, United States Power Squadrons, Findley, Ohio; Chadles F. Chapman, Vice President and Publisher,-MOTOR BOATING Magazine, New York 19. N. Y.; G, H. Chapman, JJpper Mississippi Towing, Minneapolis 16, Mina; Joseph E. Choate. Secretary, National Association of . Engine and Boat Manufacturers, Inc, New York 17. N. Y.; William D. Clifford, Executive Manager, American Water Ski Association, Winter Haven, Fla.; H. H. Coll, President, Chris-Craft Corporation, Pompano Beach. - ^ Fla.; C B. Davis, Vice President mid Director of Safety, Underwater Society of America Willowdale, Ontario; T. Eiselt, President, Lone Star Boat Company, Plano, Texas; H. T. Fbiermood, Senior Secretary, Health and Physical Education, Y. M. C. A, National Council, New York 7, N. Y.; Thomas Griffin, Senior Administrative Assist ant, State Division of Boating, Frankfort, Kv.; Russell D. Gudgeon, Executive Wee President. H. A. Bruno & Associates, New York 20, N. Y.; F. L. Hewitt. Jr., President. Century Boat Company, Manistee, Mich.; Robert H. Hoffman, President, Hoffman Publications, Inc., New York'16, N. Y.; Guy W. Hughes, Executive Director. OutBoard1-Boating Club 6f America Chicago 11, III.; Matt C Huppuch, Chief, Project Management Section, Office of-.the Chief of Engineers. Department of the Army. Washington 25, D. C.; Captain J. J. Hutson, Jo, United States Coast Guard, Wash ington 25, D. C.; Captain Junius T. Jarman, Assistant Director, Office of Cartography. Coast and Geodetic Survey. Washington 25, D. C.; Charles A. Jones, Editor, BOATING INDUSTRY Magazine, New York 17, N. Y.; Matthew J. Kaufman, Manager. Boating Services and Education. Outboard Boating Qub of America Chicago 11, 111.: E C Kiexhaeter, Kielchaefer Corporation, Fond du Lac, Wisconsin; John G. Kingdon. Secretary, American Boat anjj Yacht Council, New York 17. N. Y.; Ralph G. Kueforth. President, Universal Motor* Company, Oshkosh, Wis.; Fred D. Leete, III, Chairman. National Board of Examiners, Mackinaw City, Mich.; Fred B. Lifton, ` Secretary. National Safe Boating Association. Chicago II, HI.; Gerald E Mat ion, Plant Manager,Algooac Div- Chris-Craft Corporatioa Algonac, Midi.; Carl E McDowell, Executive Vice President, American Institute of Marine L?ndenvriters. New Yoric 38, N. Y.; Dr. G. H. Millar, Chief Engineer, Marine Products. McCulloch Corporatioa Los Angeles, Calif.; Charles S. Morgan. Assistant General Manager, National Fire. Pro tection Assn- Boston 10. Mass.; John W. Multorp, Chairman of the Board, Gray Marine Motor Company, Detroit 7, Mich.; James J. O'Brien, Director, Division of Motor Boats, Conservation Department. Albany 1. N. Y.; Quarles J. Owens, Chairman of the Board. Owens Yacht Divisioa Brunswick Corporation. Baltimore 22, Md.; E I. Peterson, Chief, Safety and Training, Soil Conservation Service, Washington 25, D. G; N. J. Peterson, Vice President and Editor. Abos Publishing Company, Columbia Mo.; CDR Robert I. Price, Chief, Hpll Arrangements Branch. Coast Guard Head quarters, Washington 25, D. C; Caft. G. R Reynolds, USCG (Chairman), U. S. Coast Guard Headquarters. Washington 25, D. C; Critchell Rimincton, Editor and Publisher YACHTING Majpizine, New York 17, N. Y.; Charles W. Russell, As sistant Director, Safety Service, Small Craft, American National Red Cross. Washington 13, D. C; Caft. W. R. Sayer. Executive Secretary. Merchant Marine Council, United States Coast Guard. Washington 25. D. C; Frank Scalpone, Public Relations Director. Kielchaefer Corporation. Fond du Lac, Wis.; Charles F. Schwan, Jr- Conned of State i Governments, Washington, D. C; W. C Scott, President, Outboard Marine Corporation, Milwaukee 16, Wis..; RADM H. C. Shepreard, USCG, American Merchant Marine Institute, New York 4, N. Y-t Frank J. Shinney, Chairman, Safety Commission. American Power Boat Association. North Weymouth 91, Mass.; Harry Smith, Jr.. Executive Secretary, American Power Boat Assodatioa Detroit 7, Mich.; Louts E Spitz, Director, Department of Motor Vehicles, Carson City, Nev,; Robert H. Steel, Executive Secretary, National Swimming Pool Institute, Washington 6, D. C; E, S. Terwiluger, Executive Vice-President, Yacht Safety Bureau, Inc., Westwood, N. J.; Clyde W. Truxeix, General Manager, Detroit Diesel Engine Div, General Motors Corp., .Detroit 28, Mich.; Wilton Vaugh, Director, Division of Motorboats, Boston 53 . '* * inm iTnnmr 'S'' 1-}, Mass.; L. 1*. Vok;t, DirectoY, Wisconsin Conservati Walter Wagker, Jr., Editor, POPULAR BOATING Harold E. Wersex, Regional Safety Engineer, Burea Conrad L Wtkth, Director, National Park Service, Woon. Director. Boat and Water Safety Division, O Recreational Shooting Safely Committee: John Cooper. Assistant Executive Secretary. American Education, and Recreation, Washington 6, D. C.; Lt. Qiief, Marksmanship and Support Branch, United Si D.C.; Harry L. Hampton, Jr., Sportmen's Service I munition Manufacturers Institute, New York 17, N. Y.; Director. National Wildlife Federation, Washington 6, man). Executive Director, National Rifle Association o CDR Tom B. Martin, Jr., USN, Head Small Arm Personnel, Department of the Navy, Washington 25 Executive Secretary, Isaak Walton League of Thomas J. Sharpe. Dept, of the Army, Training 1 Dr. Julian \Y. Smith, Director, Outdoor Educ University, East Lansing, Midi.; L. P. Voigt, D Department, Madison 2, Wis.; Frank L. Wyma: National Rifle Association of America, Washington General Aviation Safety Committee: Coi.. Paul C. Ashworth, USAF, National Commai Texas; B. J. Bekgeson, Manager, Air Transportation C Dearborn, Mich.; C E. A. Brown, Chairman, Avia Association of State Aviation Officials, Columbus, 0 Safety Commission Chairman, Flying Physicians Ass Charles H. Cole, USAF, Asst. Deputy Chief of St Ellington Air Force Base, Texas; Leighton Colli: Princeton, N. J.; Robert Crawford, Executive Via Ann Arbor, Mich.; H.. W'ebster Crum, Vice Pret Corporation, Stratford. Conn.; Cot_ Herbert S. Eij.i: Operations,' Civil Air Patrol, Ellington Air Force Base Director, National Aerospace Education Coundl, W'ash: Qiief, Safety Investigation. Civil Aeronautics Board. Geuting, Jr-, Manager, Utility Airplane Council, Ae America, Washington 6, D. C.; Carl Hancey, Dean, Safety Division, University of Southern California, L ranft, Jr., President, Aircraft Owners and Pilots A Miss Gidrla W. Heath, Director, Private Firing Fli York 16. X. Y.; Mrs. Eugenia R. Heise, Past P waukee 17, Wis.; Iames Holahan, Editor, Business. 17. N. Y.; RADM James L. Holland, MC, USN Francisco, Calif.; Henry F. Howe, M.D., Secretary.1 American Medical Association. Chicago 10, 111.; F. R American Assoaation of Airport Executives, W/ilmin dent, American Mercury. Insurance Company, W'ashin Research Coordinator, Flight Safety Foundation, Ini Kratx, President, National Aviation Insurance Group, Managing Director. Flight Safety Foundation, Inc. Lieurance, Associate Chief, W'eather Bureau, Wash Link, . Executive Secretary. Link Foundation, Net McClarren, Executive Secretary, Aviation Space ~Penn.; Robert A. McCormick, Ph.D., Director of ! i } -* k oil department, Madison 2, Wis. Magazine, New York 16, N. Y.; It? of Reclamation, Boise, Idaho; Washington 25, D. C; C. Ray Mahoma City. Olcla. Association for Health, Physical Colonel Frederick B. Howard, tates Air Force, -Washington 25, Jurenu, Sporting Arms and AmThomas L. Kimball, Executive D. C.; Louis F. Lucas, (Chairf America, Washington 6. D. C.; s Competition, Bureau of Naval >, D. G; William A. Riaski, America, Glenview, 111.; Col Division, Washington 25, 0. C.: ration Project, Michigan State irector, Wisconsin Conservation s. Director, Program Division, 6, D. C.;. 1? 5 r nder. Civil Air Patrol, Houston, lepartment, Ford'Motor Company, tion Safety Committee, National hio; Harold N.eBrown, M. D,, ociation, Lomuar^IlL; Lt. Qu aff, Operations, Gvil Air Patrol. <s. Editor, Air Fads Magazine, : President, National Aero Gub, sident, Lycoming Division, Avco t, USAF, Deputy Chief of Staff. :, Texas; Evan Evans, Executive ington 6, D. C.; Joseph O. Fluet, Washington 25, D. G; Joseph T. rospace Industries Association of idministrator, Aviation and Missile os Angeles 7, Calif.; J. B. Hart- ssociation, Washington 14, D. C; ight Safety Foundation, Inc., New resident, Ninety-Nines, Inc, Mil- /Commercial Aviation, New York Fleet Surgeon, Pacific Fleet, San Committee on Aerospace Medicine. ussell Hoyt, Executive Director, gton 99, Del,; JqHN Idler, Presi- gton, D. C.; SErwyn W. Kkavt. New York .16, N. Y. ; D."W. St. Louis 5, Jerome Lederer. , New York 16. N. Y.; N. A. ington 25, D. G; Miss Marilyn v York 16, N. Y.; Ralph H. Writers Association, Jenkintown. Marketing Tmg., Cessna Aircraft School Natioi Assist Monti ington D. G Col. ( David D. C. ; Washi motivt ers' i Assoc Clarer TramI'M Merri Cedar Servit Educa Robes Direct Natioi 4. Cal Rapid Institi Amer dent, Xatio Sales Presit Direci Presic , Phvsi Winter < Nath D. C. 6. 111. Alfri Cross, Ski 1 burgh Skier er, \ ecutivServit R. Jc servat ' Branc Assist 13, D Kowa Miss Rusci i K. f Sdiool of Public Healtli, Boston 15. Mas?.; A. 1J. McMullen, Executive Director, National Association of State Aviation Officials, Washington 5. D. C.: R. E. Monroe, Assistant Director. Aircraft. Owners and Pilots Association, Washington 14. D. G; Monte Pierce, Chief Aviation Officer, Divishin of Kre Control. Forest Service, Wash ington 25, D. C.; Djl F. W. Rejchelberfer, Giief, Weather Bureau, Washington 25, D. C.; William Requarth, M.D., Chairman, General Aviatkm Council Decatur, I1L; Cou Chris H. W. Rueter, USAF, Chief of Staff, Qvil Air Patrol. Houston, Texas; David H. Scott, Executive Vice President, National Pilots -Association, Washington 6, D. C.; LCDR M. G. Shrode, Jr, Chief, Flight Safety Sianch, United States Coast Guard, Washington 25, D. C; M. LeRoy Stoner, "Secretary, Technical Board. Society of Auto motive Engineers, New York 17, N. Y.; L. T. Sutter, President, National Flying Farm ers' Association, Woodward, Okla.; A. Paul Vance, President, National Pilots Association, Washington 6, D. C.; Gtu. Robb Wilson, Publisher, FLYING-Magazine, Claremont, Calif. Trampoline Safely Committee .Merrill E. Aitchison, Executive Director, Trampoline Rebound Tumbling Association, Cedar Rapids, Iowa; John T. Collier. Chief, Recreational Safety Branch, Public Health Service, Washington 25. D. G; G Carson Conrad, Chief. Bureau of Healtli. Physical Education and Recreation, California State Dept, of Education, Sacramento 14, Calif.; Robert Fenner, President, Fenner-Hamiiton Cprp., Englewood, Cola; John Fleming, Director, Public Safety Department. National Safety Council; Hal Frey, Chairman, National Collegiate Athletic Assoc Rules Committee, University of California. Berkeley 4, Calif.; Rich Harris, Ntssen Trampoline Company, 930 27th Avenue, S. W, Cedar Rapids, Iowa; Joseph H. Hill, Director'"Promotion and Public Relations, Athletic Institute, Chicago 54, 111.; Robert Kaplan, Ph.D., Department of Health Editeition, American Medical .Association, Gticago 10, III.; George P. Kisses, (Chairman). Presi dent, Nissen Trampoline Company, Cedar Rapids, Iowa; Jess Robinson, President. National Trampoline Assoc, Burbank, Calif.; John R. Schrepferman, Vice PresidentSales & Marketing, Waco-Porter Corp., Schiller Park, Ilk; Meredith Shriver, Vice President, American Trampoline Ca, Chicago 4, III.; G. Marvin Shutt, Executive Director, National Sporting Goods Assoc, Chicago 4, 111.; William W. Sorenson, President, American Trampoline Co., Jefferson 56. Iowa; David C. Stubbs, Director, < Physical Education, YMCA, Chicago, 111: * If'inter Sports Safety Committee: Nathan G. Bakes, Chief, Safety Services, National Park Service, Washington' 25, D. C; Andrew J. Boehm, Executive Director, American Fishing Tackle Assoc., Chicago 6, 111.; Richard H-. Bohr, First Vice President U. S. Ski Assoc, Cleveland 6, Ohio; Alfred W. Cantwell, Director, Safety Services,-First Aid, American National Red Cross, Washington 13, D. C.; M Gant Carlton, Ski Safety Advisor, National Sid Patrol System, Lyons, N. J.; John R. Edelbekg, Safety Engineer, Platts burgh Air Force Base, N. Y.; Arthur E. Ellison, MX), Chairman, National Skier Research Foundation, Willamstown Mass.; Elmer Fladhark, Chief Rang er, Yosemite National Park, Calif.; Warren E. Gilbertson, (Chairman), Ex ecutive Officer. Environmental Engineering and Food Protection, Public Health Service, Washington 25, D. G; Harold M. Gore, Amherst, Mass.; William R. Jordon, Administrative Assistant, Forests and Parks Division, Wisconsin Con servation Dept, Madison 1, W'is.; Henry G. Lamb, Secretary, Safety Standards " Branch, American Standards Association, Inc, New York 16, N. Y.; Robert M. Oswald, Assistant National Director, Safety Services, First Aid, American Red Cross, Washington 13, D. G; William N. Parke, U. S. Forest Service, Washington 25, D. C; David Rowan, Executive Secretary, National Sid Areas Association, New York 17, N. Y.; Miss Ruth Rudner, Associate Editor, SKI Magazine, New York 17, N. Y.; Sepp Ruschp. President. Mt. Mansfield Company. Stowe. Vt.; Raymond W:eisbond, Pro- i ii l -o - !<i OFFICERS OF THE RUBBER SECTION NATIONAL SAFETY COUNCIL General Chairman--Feank C - Staebieb, Safety Dir, The Fires Decatnr, TIL First Pice-Chairman--S. -T. Buraows, Safety Dir, Mansfield T field, Ohio. Second. Vice-Chairman--F. J. Feahe, Dir, of Safety, Goodyea Michigan,Jackson,Midi. j: Secretary--N. Rr^HxrsTOt, Safety Engr, Dunlop. Tire & Rubtx York. % Newsletter Editor--N. C Longs, Safety Snpvr, United States Engineering Committee--G. W. Nickel (Chairman), 'Mgr. of Sal Lancaster, Pa.; C R- Coveet, Mgr. Safety & Labor, Good] Iodnstria] Prodncts Div, Akron 16,Ofaio; E. F. Metz, Safety & Chemical Cprp, Baton Rocge, La.; *G. H. Buekhaedt, Dii & Rubber Col, Akron 9, Ohia Health Committee--*F. W. Sands (Chairman), Ind. Hygienist, l New York 20, N.Y.; R. A. Manning, Mgr, Safety & Hygiene Co, Akron 16, Ohio; W. E. McConncx, Mgr, Rid. Hygiene Goodrich Co, Akron 18, Ohio; L. H. Ballou, MJ), Fires) Akron 17, Ohio; W. A. McCausland, M.D, B. F. Goodric The B. F. Goodrich Co, Watertown 72, Mass. Membership Committee--*C. S. Reuse (Chairman), Personnel L ber Diy, Carlisle, Pa.; *J. L. Dean, Supvr. of Safety, The 1 Co, Memphis, Tam. Education & Training Committee--E.. C Shedd (Chairman), Suj -- Footwear Plant, US. Rubber Company, Naugatnck; Coin.; E Dir, Gates Rubber Ca, Denver 17, Colo.; L. W. Boulton, S Snpvr, Polymer Corp, Sarina, Out, Canada. Publicity, Trade Association, and Liaison Committee--R. G. Fa Relations, General Tire & Robber Co, Pennsylvania Div, Jeam Editor, Rubber World, New York 17, N. Y. Rules and Regulations Committee--*T. J. Cain, Je. (Chair.), I Goodrich Co, Akron 18^ Ohio X Statistics Committee--T. E. Leah, (Chair.) Safety Dir, United 1 32, Midi. 38 - . - 19^3.64. . Tire & Robber ;Cft,. ;1 r Tire & Rn)er Coc of - A. - : 1 tr Corp., Buffalb S, New Robber Co, Passaic; NJ. " ArmstrongCdrk-Cd, rear. Tire ARobberGcx, Mgr., Copolymer Rubber v o Safety,' General Tire i .3 .f t I - T Jnited States Robber Go, , Goodyear Tire & Rubber & Toxicology, The B, F. one Tire &. Robber Co, S Fo6twear Co-,;Div. of . 4 :| ^ A % } Igr., Carlisle Tire& Ruburestboe Tire & Rxtiber 3vt. of Safety, Naugatuck L EL. Goldswosth, Safety afety & Plant Protection eejt (Chair.), Mgr, lad. aette, Pa. ; R. S. Walzeb, 'S ! S 5 ! s )ir. of Safely, The B.'tF. ; ;c States Rubber Co, Detroit RecktmMam cal,:;IXvi?bf Rdathxarl) : 'Ilre & Rubl :- 3\ ; i CorkCo^'l DnfoH Stab v:;.. FireSafttffC ? :c9o6ijM\ , ?2, Mass.;J OS-iheJobrS* . Protcbtioh^l Springfield?] SyrtthelicMa* StateiRobbi ber St Lala ObenncalvI Advisory Coin Safety Eng A. Bcuoac Wusoh,M. . Supvr, Safe Staff Represen : cagd HL (506 Past General Redcim'Uamfactwrwg COmmitttc--IL P. Am (Chair.),' Safety Sujw., Ww^teftfcCfcemi* tad,::Dlv;'6flUiatrf StatesRubber Ca,NaugatucltConn;*R.' M.BamvDIr.Trf Jnd. Rei>tior8;;Mi(fat>t:Rtibbtt'Rcclainilng:<^~EastrStrIapl,p^ : Tirr& Rubber C^:Afcranl6,OhIo ' Rubber ilabontorier C^mhte^^:'3r\^tsri,^(Chaif;^; SnpvT. ;of ! Sility, Armstrong ; '0xfcjG^^Tjnc^^I^7JR. ;:P. AvE^^Safe^`S^pCT:.-.jfaBptn(3f'.giikal. Div^of . States Rubber' Cd,ResuehCeiiter,Wayne, N. J. _ ~ ~" " """ . Fw' 5c/^ CmMiBer-J/HL HA^V(GhMr.)' Safety Dir* Ohio:Rubber; Coi, WBkxigbhy, ; Obbj! M ^V. Basba, Fire and Safety Engr*:; Fr Goodrich Footwear Co, Watertown 72, Rov-joBMsbsr.r&fe^. j^gr^Amstrotifir Rifliber CoyWest Haven, Conn. .: OffTthe-J^.:SafetyMirGur^ (Qiiir.j' Mgr. of Safety, Health & Fire . Proteaktt,United Stafiar Robber :CoyFT<wfYoik' 20,N:: Y.; *! R. Baiche, Mgr, of . Saf^, KnatotK Tw & Riibber/C^^Alqon 17, Ohioj'A" C. Howasd, Safety Kr^.KMiy- SorinrfeM>33r^Cb&iKiiflfcrfatia^M<L-r?>:;fe>iy/r i - . -r-'. SyniheticMaotfadurinsCommUtf^-]. R. Wetheshow, (Chair,) Safety Sopyr., United States Robber Cb*.Grismar, La.; T. P. GAaLAtin, SafelyEngr., Firestone Synthetic Rafe- bCT & Latoc G^ lake Charles La.; J. B. Chenowbth,; Safety Eagr,:Goodrkb-Golf (Tifmirat^ Ttv , !Tn^tftUtf,W, V? ; / - ' Advitory Coimmtiee--1*G E. Bzcr, St Oair RnW>er (^ ;MarysviIIe, Mich-; *T. HT Born, SafetyEngr, Manhattan Robber Dir, of Raybestos Manhattot, Itici, Passaic; N. J.;*R. . A. Bpixock, Persocmel;HgryConluroy Rubber Cd, Grand Rajpidfc Mfch. 49501; R. H. Wosoh. M. D, MedieaJDir, The R/F/Goodrici Co, AlcroQ l8, 0hki; *S. A Wsight, . Snpvr, Safely & Hspkg., Inland Mfg. DhyGeresal Motors .Corp., Dayton 1, Ohio - - ' Staff Reprete*tatiot--B~ G. Belxmaf, National Safety .Cbiindl, .42S N. Michigan Ave; Osj; cago DL (0611 Past General Chairman OFFICERS OF THE PULP AND PAPER NATIONAL SAFETY COUI General Chairman--Robebt M. Gilmore, Gen. Safety Si & Levee, Hoquiam, Wash. 98850 Vice Chairman and Program Chairman--Merlin C. Rj Co, New York, N. Y. 10017 Vice Chairman and Newsletter Editor--Forrest E. Kim K V P Sutherland Paper Co.,-Kalamazoo, Mich. 4900 Secretary--Gordon B. Lehxe, Director, Technical Spe< pkjyers Mutuals of Wausau, Wausau, Wis. 54401 Regional Representatives--Chairman--'Francis H. W Corp, Chillicothe, Ohio 45601 Lake States--'Arthur Carle, Safety Dir., The Northv Middle Atlantic--'Vincent P. Coulon, Manager of S; Fulton, N. Y. 13069 Southern--'Dallas E. Henry, Safety Supvr., Contin Kraft Div., Hodge, La. 71521 Pacific Coast--Dan Adair, Safety Coordinator,- Pacific t Portland, Ore. 97205 Canada--'A. E. Minor, Safety Supvr., The Ontario-! Kenora, Ontario, Canada Midwest--'Earl F. Ripstra, Personnel- Mgr., Contain* . Wheaton, 111. 60187 Central--H. E Newbury, Safety Supvr.,. Packaging I Mathieson Chemical Corp, Pisgah Forest, N. C. 2876) New England--Orbbie K. Webber, Personnel Mgr, S Mass. 01437 Contest Committee--Chairman--A. Scott Dowd, Pres. III. 60605; Richard Dyer, Corporate Mgr. of Sal Airport, Philadelphia, Pa. 19113; 'J. Fred Berry, G Alton, 111. 62004; 'D. V. Hill, Safety Dir., The 1 Special Projects Committee--Chairman--Ross E. Scon Makers' Safety Assn., Toronto 1, Ont, Can.; Russei Div, Georgia-Pacific Corp, Crossett, Ark. 71635; D sota & Ontario Paper Co, International Falls! Minn. X Paper Mills Div, Eastman Kodak Co, Rochester, N. Off-The-Job Safety Committee--Chairman--Richard ! Bemis Bro. Bag Co, Minneapolis, Minn. 55402; J 46 SECTION NCIL 1963-64 ipvr, Rayonier Incorporated, Eighth 1 vce, Dir. of Safety, St. Regis Paper meu, Safety, Plant Protection Mgr., 4 aalists, Safety & Health'Dept., Em* agner, Dir. of Safety, The Mead rest Paper Co., Cloquet, Minn. 5S720 ifety, Sealright-Oswego Falls Corp., lental Can Co., Inc., Paperboard & 3oast Assn, of Pulp & Paper Mfgrs., Minnesota Pulp & Paper Co., Ltd., :r Corp. of America, Carol Stream, )iv, Ecusta Paper Operations, Olin 5 t. Regis Paper Co, East Pepperell, , Fritz , Publications,. Inc., Chicago, fety, Scott Paper Co, International en. Ins. Mgr, Alton Box Board Co, dead Corp, Kingsport, Tenn. 37660 r, Mgr, The Ontario Pulp & Paper x E. Bell, Safety Director, Crossett i. L. Eisenach, Safety Dir, Minne* 56649; Robert J. Gell, Staff Asst, Y. 14604 - H. Wahlfeld, Safety Coordinator, \. R. Proffitt, Dir. of Personnel, Fit Re vis Pulpu Co bet Su Ke IOC Pulp Soi Mt SOI Sa: Sa W. Paper tic: R. Hi Ja N. A1 Bag i Pe Pe 01 Cr Roofit Co Pr Ne Pr Insula a 311 Specie Pr Co Es SMpp Ini Sa of Staff Ch Past : Fitchburg. Paper Co, Fitchburg, Mass. 01421; Mrs. Marian Irving, Asst to Intlust. RetotionsDlr,: Stone.ContainerCorp, Chicago, 111. 60611; Earl C. -YoHE, Saety'Super- visor, P. H. Glatfetter Co, Spring Grove, Pa. 17362. .. Pulpwood Logging Cotrimittee--Chairman--E. C. Cordon, Safety Dir.;' Louisiana Forestry Commission, Broadview' Sta, Baton Rouge, La. 70815; E. N. Denison, Mgr., The Quebee Pulp & Paper Safety Assn, Inc, .Quebec 14, P. Q, Canada; A. R.`Bentley, Safety. Supv, Hiwassee Land Co, c/o Bowaters Southern Paper Corp, Calhoun, Tenn. 37311; Kenneth S. Rolston, Forest Engr, American Pulpwood Assn., New York, N. Y. 10017; J. Osier Lang, Chief, Woods Employment Unit, Brown Co, Berlin, N. H. 03570. Pulp Manufacturing Committee--Chairman--Harris K. Williams, Coordinator of Safety, Southern Kraft Div, International Paper Co, MobiIe, Ala. 36601; RobrrtG. Ison, Mgr, of Safety Services, Kimberly-Clark Corp, Nwnah, Wis. 54956; Jack F. Robert son, Gen.. Safety Supv, Crown Zellerbach Corp, Portland, Ore. 97204; H. G. Barrett, Safety Dir, Ontario Paper Co, Ltd, Thorold, Ontario, Canada; John S. Turner, Safety Coordinator, Bowaters Southern Paper Corp, Calhoun; Tenn. 37311; Allen H. Watts; Safety Dir, Union Bag-Camp Paper Corp, Savannah, Ga; 31402 - Paper Manufacturing Committee--Chairman--James M. Pinkston, Jr, Employee Rela tions Supv., Padragmg Diy, Olio.Mathieson Chemical Corp., West; Monroe^ La: 71291; R. H. Blunden, Safety Mgr, Scott Paper Co, Marinette, Wis. 54143;' Frank C Harmon, Employment Mgr, Hollingsworth & Voss Co, West Groton; Mass. 01472; James E. Jones, Dir, Indust Relations Div./American Paper & Pulp Assn, New York, N. Y. 10017; Chester W. Matzenger, Jr, Safety Dir, International Paper-Co.;.Mobile, Ala. 36601 Bag Committee--Chairman--Harold Hewitt, Asst. Personnel Mgr, Bemis Bros. Bag Co., Peoria, 111. 61601; C. C MacPike, Safety Dir, Kraft Center, St Kegis Eapo\ Co, Pensacola, Fla. 32502; T. R. Roberts, Personnel Mgp, Raymond Bag Co:, Middletown, Ohio'45042; Durwood Alford, Personnel & Safety Supvr;, Gaylord Container Div, Crown Zellerbach Corp, Bogalusa, La. 70427 Roofing Committee--Chairman--Harry R. Mesler, Jr., Dir. of Safety, The Ruberoid Co, South Bound Brook, N. J: 08846; L. D. Horowitz, Safety Dir, Certain-Teed Products Co, Ambler, Pa.; John F. Tuffy, Assistant Ins. Mgr, The Flinkote Co, New York, N. Y. 10020; Robert C Smith, Supv. of Safety, Industrial Hygiene-& Plant Protection, Johns-Manville Prod. Corp, Waukegan, III. 60086 Insulation Committee--Chairman--Budwtn J. Lee, Safety Dir, Wood Conversion Co, Cloquet Minn. 55720; W. S. Wells, Personnel Mgr, Armstrong Cork Co, Macon; Ga. 31200 Specialties C<mmittee--Chairman--Aitbed B,,, Barnes, , Safety Engr, Flbreboard Paper Products Corp, San Francisco, Calif. 94106; E. D. Lewis, Asst Indust Relations Mgr, Container Corporation of America, Philadelphia, Pa. 19127; B. E. McGarsahan, Safety Engr, The Mead Corp, Chillicothe, Ohio 4I5t601 . . ' V.` Shipping Container & Folding Carton Committee--Chairman--Jack Dunman, Asst Mgr, Industrial Relations, Container Corp. of America, Louisville, Ky. 40200; Glen Butler, Safety Dir, Packaging Corp. of America, Rittman, Ohio 44270; Earl L. Kinter, Dir. or employee Relations, weyernaeuser u>, snipping tontainer uiv, trucago, in. puou Staff Representative--Robert Currie, National Safety Council,425 N.' Michigan Ave, Chicago, 111. 60611 Past General Chairman 47 ; j '. j ! j +. svermany it safe Is fetycantut bofe,ad : aj 'fetich poeCT. Tbe ' id :fee"' <fee ice aagrjob ,efcwk- M biffing: sforei they onef|'cn|i *tfcijting made; that port of aH ... . -If ..we >are to:consider the subject <of have'fdran:Anccidmtbard:;feeyofedsi^^r&j'r:;;:/::; getting:fee: safety messaged:to,; feei.em-:. dart srantqoe. v 'V pldgreO^V::it^lwbttldaioeem^^annei-jslidaSd:vlicva ^ rl saidare must be smcetiand mtinrasticy' ' wife::*a;;;fehktandnig: of ytte dimm*ns ; ^bf^.w;;pl^^?fildfeiIvibfeeeV^:W*y. . title of tinaij^jert5^ ;. Itlmplito:toatwemrrt::W^ .poascaridn:: Pcpk^ogpc^yv.s/MninOBrcfCMpiof-fyniM^ i^.i::a;a^^:ynesK^';^]j^.:feere^we:';ieferV idea may -be stimulated in your mind and < ptoyfes-;trim;;.>'bcoefifctffan^fefc^nfpfe^ an entirely new concept of safety? salesmatron;andfinally, ccrtammethofearc- 'manshi^.atitt^bb boBB^rWecaimqt-fwcroit^r': r;-'; ' rffpfeed;; tooanmimumtOfrwith our C people.- measure 5feel cffcctivcafes .;.ofi'any^(ifgtte'r?. ' . rAItficragheach of i<^bi^:-;:coiabiaAaai-!: ' activities';we..-, will; dtscBsa r ^Howfeier^feep: -"p coold be riiscuwd -id:-, great -length;: every-' -'overall'' affect: hasbeen, a;'gnfefjdngH1^tr^:' .- safcfr-organization isfacedwith theprob--'. duction in5freqaency rateih the-butfritinesSri leaf 'is -a whole. Commonwealth ' Ediscnis : noj-exception.?and.- '>|im^'penitisdan^^''X-.'' mean};tb.-'isB^^feb-:--wb':-ai*r:;:r: ; shalljattenfetto reviewwbatwe are doing: satisfied/-aad..Rsting,'-r:Wc >doert^piretasdvtpvr. ': in-regaidto. messagevmcaiw, and- methods.; '-haye;aU.:.the.'asm;nor^p(qpoae^ .tinttryartr-: :-The ;^itte'of; this- review < U,! *Get .Your ProductOuton fee Street? andhas (to. ^Pr^; Affenr; Seeord) abort ai 'modi ifewith safety as "bcllfigbtinghas to;agrfculture/':'Butfeere is a cafeection cqW'.: ^urr*fedhods.:v Ptfe pecfeqw .sonie;:of.{;/ ; thevUeas^ sdiemea and g^dgetsol:hall ;de^;. : !wbe wiirhdp yc mycwran-important '..work!-of jureventing:acodeafe^irtinrie^ astd' r- fatalities. - ' ' and Iattempt to explain it m; this way. ; . Alt of fe here today have a product to sfe.-; Safety is a productasmuch as lifer insuntboe;; baak accioants or vacation trips; areprodnets, and; to realize aay ; degree; of iuccess, we must' get it out on mir street = We. must' get fee message to tbe manoathejob/ Paradoxically, white safety is quite easy: to. sell and our. clientele it; generally receptiye.it seems very difficult - OieMiqnwealfe Edison'generate defej^^ in^ga^^`:$tMAm^(eo6'sdt sritidt;!*/-': tite Dresden iradear jxrwrt ttotion),. :and`:. distributes -it feroegfe StiOO: niiles. of cable and ;3l,Q0Q: miles of: overhead tinea ,to. 2;- 0000005 customera located- in 11,000 aq. mi Our 'territory ranges-from tbe : UistfetiRii River.,, to Lake .Miehigaa, ;and : from fee; Wisconsin line idutinrard abort lUrnulet,' fet'-getS across ;;'anfe;:a'ilasfeigi:and-:cdm> : Tb do tbit Job; we have Ifeout ;^000 "<l pletely .eonvindteig effist :We find it re- employees; a foorfe: of tiros: work in cor quires i repetitive contact, constant advert generating stations,. about one third nare fat.. tiling and: an enthusiastic effort to promote officesv or shops, an! the rest, are scattered , new, fresh ideas by sincere and dedicated over fee' system in small crews contisting- safetysalesmen. , . ;: Of one to ten nmv ' v I.believe.- weraire.- somewhat in. fee po-- We drive- about 30 ntiUkin miles a ytitr sitionof the, psychiatrist who reported feat in 1500 passenger carvlOOO trudes, and SOO halfv ofi his1 patients went to him because trailers,: ennes and assorted vfeicles.: We; -'v they; weren't married and ' fee other half - operite' equipment ranging from small cali because: they were. We get fee -attention brating devices on a work bench, to boilert of our people' because about half of them' - almost as huge as onr - 20jttory, quarter : r*i: v' J963 National Safety Congress of a block square main office building, oThae* oui boilers tem ISO .tons of :'cqa!ian hoofi and-"-, of we bum about two per cent of air the att coal mined in the United States. ve The responsibility for doing 7 this job' ; safely is the responsibility of everyone, from f(n stc the president ondown, but the-safety, sec sal tion is charged with the : specific job of accident prevention; so Ietis look at the cch organization of the safety section, which de is part oi the industrial relations department re Reporting to the superintendent are a safety engineer and two safety supervisors. The safety engineer has a safety advisor, a stenographer and a statistician; the two 'of tig n SOI safety' supervisors have functional super-. ' virion over 11 safety advisors assigned: to av our seven divisions. This makes a total an of 18 people, or about one safety man for . en every 700 employees in the company, which, ao I believe; isl about average for the industry. sa Our budget-amounts to about $1 per month ao per employee. ro Policies are. determined by the safety tbi policy committee, composed of managers in charge of power production, engineering, operating, tedmical services, and industrial id< relations; -the personnel director; and the or superintendent of safety. This high level sa group meets every three weeks and not oI< only sees that decisions are carried - out; . If but also helps the safety division by pro its viding guidance and leadership. There are. to eight subcommittees of this main commit vii tee which study the details of various is proposals and' recommended action to be van taken. . wl Our 13 generating stations have a safety council consisting of the superintendent of all stations as chairman, and staff person nel with7 assistant station chiefs as council members. In addition, every generating sta tion has its own safety committee to handle a er of in problems within that station. en In several of the (company divisions, where la the administration is separate from the pi stations, each district has a safety commit or tee whose members may be. elected or ap he pointed by management We also have tool committees and other groups who keep OE safety in mind when. making decisions on la tools and equipment And a representative to of the safety division is a member of- -fh most of the committees mentioned. ; fc But no safety program can succeed with- or t--,the hacking oftop management; One ttie^lnfiaidau o;i*e tofcmaangeinent's itnde on tine importance of accident prestioni* thr fact .tint the amraal report ailedto !aH aripiciyw/aswcB pr to tin ekholders) contain* ' statement of oar [etyprogress. -. Edcb fall, at oar all-day management uferehce, where, the president, vice-presinta, and other executives discuss past suits: and' future activities, the subject safety is prominent One of the high* hts ! is: the presenUtion- of the president's rial, to those, employees who have saved meone's life;' either on?or off the.ijob. Ariotiier ;trad3ion'ait tins; meeting is tiie; lardiiK of prices for . tlie ,first, second, d third best sugsestions 'submitted by lployeesi /and ;for the^most suggestions cepted. : As yodcan *;?suggestions oh fety lead all - Other classifications: and' court for about one-seventh of all those sivS. This completes a rapid.survey of' e area: to. be i serviced and . the people gaged in protnotingour safety product: Now," lefs discuss some of the programs,/ sts ' and. mnovations l wje : have initiated have perpetuated to make our employees fety conscious.; First, of course; is that i , reliable . activity; thev safety. meeting, it is a large meeting, we /often increase ; effectiveness by inviting a. top official attend. . It is not. unusual for a dhcisioa: ^-president to appear and speak. There! /nothing more.effectivethan; for the a L-to bear,-right from a top executive, oat the company's attitude is toward safety. The program , for large groups reflects careful consideration of a subject of-genal interest or perhaps a local problem interest to all present Variety is very ipottant, so we take advantage of availle speaker^, films, and occasionally audicc -partidpation programs.' This type of rge meeting, of perhaps 150 to 200 peoe in a generating station, is held two ' more times a year and lasts about one' rnr.: The individual work groups generally meet tee each month -to consider safety prob oas concerning their particular work and. offer safety suggestions. In additiqp, re-minute safety talks are delivered by irernen to their. respective groups, usually te day each week before starting work HSt- One giemeat's ideto preal report 0 & the it of our uoganent rice-presitruss post e subject the highpresident's avesaved- thev; job. ng is toe; ti`-second, jutted - by uggestions; tstions'en:. dons:'' and'-; all those survey, of he people r product.-, programs,; : initiated employees -. e, is that. .. meeting, n-increase. op'official. adhtisioa lie. There! ; for - the executive, ird safety, is reflects et of- geri1 problem ly is very of availoily audi os type of i 200 peobeld two about one' rally meet Eety probwork and : additiqp, livered by PS, usually ing work. : PublicEinployeeSettion In. wodt; locatidns outside the-generating v We; ;alab 'discuss: ;ront^:d^ddtcts: using stations, smtoier meetings are held andthe semi-contical drawings, wWch,'vnth the'de- profrajB;ia_ less formal but .no less inter acriptiye; material, explaWr .what-. happened.^ esting. We m*y CT make ,a game wilt of Thtoe tailboard topics ctoi; aboE^ uisd -in. Ifcvln "TibTac iberrWhitf ]^;Ypu.^ . a shopjisdt'.-.icatiV; AeV iM^ctt^raaeellilx toemenare split tinto; two teams. A. man or: quarterly,;deptoding.pn>bow:dften;ydu; . frombeteanV chooses, a. category, selects believe they ..will! be. ,mMt dfrotiva. /... ;;!.:;v! one qtiestion from. ;a\prtR^; of IDt :;p*4: if. be' ahs^^ , twbrmih- ^teperiod,, pltoes his "X" oy "6". |ii -the .-proper ::s^fej-.The';dthi^'': 5ief tben gets a *:' turn. ,! The! members ;of!-toe !wim^ get!an inexpensive ptizeT-sudi. as a dgar. - or ;eandy ter' ^for!!each ,iiaib--suid tbepar- ` . ;; : We place .conridwableemphtoison toe value of /a! foranan**. responsibility.fop.thiei safety:;dfv his;vmen.::; Ifan ^area,. bas>!ipy especially!; poor: arateriV: record,^ we.! may : mvite/toeforemen ` to .^.^series: of .dinner meetings. ; We v choose! a -wefl/known ! res taurant, -bring , towabout SO,! foremen to a i . titipante- as;- tyell ' as. the onltodcers:: (arid r. timiv and have a : coropeny/ ii^Saal; (such'/ laiutzers^, have learned-a-safety lesson while enjoying it" : 'V/!;" : as.' a^ vice-president) diamto. the. cpngany's pwitidn and afititilde onsafety,-.;:!'.!- -o'V.' i !-.! I mentioned earlier that almost half of our -p^jdev.are..:scattered^!all over our system in small, groups. If- ifis/:inc6nvenitot to brihg;tiie men into a meeting,! we ;go.to them by! mean* of a ;slide projector/ alerted so ;it;cah be operated on ax volts as, well ; as .'120 ,volts!! vTfie. leads cam becomected ; to a truck <jr car batferjV and the ewer has a built-in screen. With this,- wecan At one-siKdi meet^ fore- mai for., rhew. itommesito!.^ : whatvesdi foreman said, Us romafto!<vsere listed :without toqr;,argument, or> atfonpt tojuZtify.thepositkn pf toe caingany.: After' the series, of tneetings :Lwas. concluded, c all . toe., ctonments were summarized,;!andthe idtos and suggestions wtoe ana^zed; When the problems! most often mentioned weto de hold: small meetings: rig^tt in! the. .field; or by changing the six volt bulb .to i '120 ' volt bulb, we can tise it in a ineetmg.ropm termined, :.we iet out to diat%e or eorrect' these itans, with, toe reuih...toat^; in !;.toe areas rmvohred, we tad the, greatrat;; de and- describe; accidents,- demonstrate the cori crease in .tiie number of aaddents m toe reefor incorrect :ways :of wdriSng;'told next few years. describe pictorially! all the other informa tion whirii - safety! people! constantly bring A inomeht; ago, I mentioned a I raftoy. to empk)yees.; But; it just isn't pebble to ride bocdc. I-believe that!moto large:com' have a safety representative present atevery;- parties- have im^ arid all. companiesJhave meeting of Arid mews scy again, assistance: poliqes. or pradtoes which could' be . re- goes out to them! -" ; glided, as rules. We have a "general" book ,to,dor construction areas, foremen are furnished -material for use. in a weekly "tail-board" conference^ socalled because it takes , place at! the tailboard of the truck. Some of the topics are discussfdns or edi torials, told serve as a' bads far the fore whito apphra to aO employeev and speciai sections (which are: added to "general" book), that contain the rales'for , a'ptoy ticular type ofworic^ rack* to stores, meter, shops, underground, . generating ! stations,.. overiiead, etc men to analyze. the action* attitudes or We have also a series' of work practice halnto of pe<^ of the hazards of the job. manuals. These show toe approved ways Other - topics are pictorial,. and illustrate. or.:methods of doing the work and differ; unsafe practices. In handling the pictorial frtnn the safety rules, in .titatitfaejr go mto topics, 'the foreman gives each member of detail u to how, a particotar jobr should the drew a copy of a picture, such as one be done. .For example, a safety! pile] jpigbt where the lineman has dropped a wrench; state;that a. transformer must ;be rtested then'uslcs leading ipiestiois sudi as, "What befme it is connected, but how it should is the safe -way to raise or lower took be tested is described in toese- mutuals. to or from. a. lineman on a pole ? Is there Howew, ta - matter how mahy rules or anything m our safety rule.book:regarding rule-books we have, no matter how rnany this practice?' Why should everyone wear work practices have been tried and ap . a hard hat?" - - proved, no matter bow many tools have 31 1963 National Safety Congress been safely designed, we still - must sell every employee, for until he is fully sold on safety, he is not a 100 per cent safe worker. Now here are a lot of: ways to sell,'and a . lot of ways to advertise, which is a preliminary step in the selling process: del pul '] fa at a, One. of these ways is to use signs. I'm ind sure all 'of you use. them in some form act or otter and to some extent Here are dis some we have used. Since first impressions nol are important, every applicant coming into wh cor employment office sees this statement* ha< - J "Safety is a must in our company and in help* make it a good place to work, make dlf sure of safety first" - int From the time an employee signs on [P0 with us, .until he signs off many years later, he is besieged with signs. They may hang on the wall of a district garage and carry a message for operating personnel, or be large outdoor affairs, so located that both employees 'and' the public can see it through the entrance gate. It may para* phrase the well-known'G.I. slogan, "Kilroy .n 1 exi hei we dis cot dei was here--and worked safety," and be pe< pasted on the side of a transformer so , it may be discovered by the next crew fa assigned to this location; or it may be a catchy message cemented to the aisle of our shop, where mechanics, carpenters and painters can see it--if they watch their trv vd thi dif j step- nil For bulletin boards, we buy posters from .'aw tiie Edison Electric Institute or the Na- .ad tkcal Safety Council, or we originate our fig own. One such is of a series we created, showing what happens to Miles Zaway when his mind is miles away. To illus- spi bate the importance of using protective th< equipment, we concaved 12 posters using avi * a sports professional as the theme. The ! T "Old Pro" says: "The other right are an in the field, but still the game must wait; ob Until he dons his safety gear, he won't th< go near that plate." Each month a different un sport is depicted: Basketball in the spring, ha football in the fall, hockey in winter* etc. an Each of our construction crews is furnished a card every month. These are hung in the. crew compartment of the buries where the men will see them as -they ride from job to job. Some of the cards are aimed at a specific season of the year, others at a specific date. When we have our annual drive or campaign, we i tin we int un fn be 32 dgh a 'card to angment whatever other blidtyisused. r Sdr many years, our construction crew emen and thdr stperrisdra were issued ds*jf this type. Each four week period, star was placed in thepftper space to lieate a perfect record. If a lost-time ddent occurred, it was recorded. We continued their use several years ago, t because the idea wasn't effective for a die, but because many, years of use i dulled their impact We believe that safety salesmanship you mutt .keep using Eerent and novel techniques to maintain erest I have been told even somethtnt e this will become less interesting as ic goes on. Every four weeks we issue an accident perience report showing' the total man of accidents occurring during the four eks, and year-to-date; the number of abling injuries; and the freqeuncy rate, netted to the previous year. We also tcribe the disabling injuries during that riod. \ monthly motor vehicle, accident report is ued and lists the number of car and tek accidents and the rate per hundred tides. We use this comparison rather tn aeddents-per mile basis because ofthe feresee jn traffic conditions between our cal areas and Chicago. Both the injury 1 vehicle reports have company-unde or ation, so that everyone has access to the ures. Transportation#memos, varying in lor and carrying a different message each mth, are pasted on the dash or other concuous places inside onr cars to remind : driver that he should be a .'better than srage driver." From time to time, bulletins on hazards : issued on items which might not be vious to the average person. Some of se items have-been, thermal insulating derwear, flammable cleaning solvents and ir sprays; dangerous toys for children, d hazards encountered when working near mts which use radioactive materials. Of course, we wouldn't pass the oppor- tity to use our monthly magazine, and : try to report safety news of sufficient erest to be printed. When an event of usual significance occurs, we ask for the ant or back cover, and the editor has m. very gracious and accommodating. ver other ion crew tc issued i period, space to lost-time Jed. We ears ago, ive for a of use lleve that #ep using maintain mmfthfag esttog as i accident **1 mnnthe four snber of mcy rate, We also iring that t report is car and hundred m rather ise ofthe ween' our he injury wide dr ess to the arytog in sage each after con remind etter than i hazards it not be Some of insulating vents and children, king near rials. he oppor tune, and sufficient event of k for the ditor has . * Public Employee Section s > { Now! lefs discuss some of the gadgets, inning of the -Yankees versus whoever was ghnimcks and graphic guile we have used representing theNatuxal teagne. to rarpind employees that the company has a safety program. .. Another gadget available is an automatic slide projecting/ machine.- This holds rix- Many of you are familiar with the sym teen 2 x 2 slides in a-revolving disc inside, bol 'used by many electric utilities known the box; each slide is automatically projected as Reddy Kilowatt Our company uses for six seconds onto a built-in screen,, and "Little BilL" Shortly after he was in a. complete cycle, takes 1# minutes.: The. troduced to. our customers, the safety sec machine requires vcty little space; so it ton tion created "Bea Safe" to represent our' be located in a building lobby, hear a water many safety activities. We think she Is fountain, coffee dispensing machine, or any very attractive and a first-class attention-- other location where employee ttaffie war getter. rants it You can. load it with slides for : For example; when we make arrangements with' the window display manager to de vote one of the windows in our main office building to safety equipment, Bea Safe is there, to be seen by the public passing by as weO as byVir employees. linemen one day, for boiler mechanics the: next; then direct k toward storeroom hazards, or shift it to the girls' lounge and van the girls against'slippery floors, high heels, open file drawers, a^ other hazards en countered by office girls. . SpeaSdng of displays, whenever we have an open house, such as upon completion of a new building like our technical center dr a district officer we try to wangle some space somewhere to preach tfie safety mes sage, If families are Invited, we may show Mickey.Mouse to the kids, or distribute an Inexpensive prize to each child. Many times after mama has seen what protective equipment papa is supposed to wear, she Our 10,000 and 20^000 volt rubber gloves are turned in for testing every three months. First, they are washed and sterilised, thin carefully inspected, electrically tested, and sealed in boxes for re-use. .Just before sealing, a card is inserted to remind the linemen, and others who use them that a glove on the hand it worth two on the truck.. The cards are varied, bringing a new message every quarter. helps us to make sure he uses it 'Another effective tool is the use of safety . Since pencfls are pretty universally used, we. requested our purchasing department to buy them with safety mottoes imprinted. There... no charge an large orders, and the manufacturer has been furnished with several dozen dogans. Sometimes this resuits" in a humorous touch, such as "Every Week is Safety Week Na 2." .achievement awards. When 'a small group -rhalf a dozen men--has worked one; two, or three years without a disabling injury, this award is presented by the division safety advisor. For larger groups, who accumulate SOflOO or more manhoim, a framed certificate is awarded, signed by the superintendent of safety and the president of toe company. When 250^000 manhours Everyone drinks water sometime (hiring are completed, a red certificate is presented. the day, so a safety slogan:has been printed These are all dated one year, two years, on each paper cup. three years, etc, store the last disabling We have, successfully used a telephone injury. And on three important occasions message deride: Once a week, or oftener, when a department achieves one minimi we dictated a message! on safety to a re manhours, an impressive golden plaque cording machine. It was connected to our serves to remind all employees involved main switchboard, and at any hour of the that they, have accomplished an ontstandday or night, any employee could dial and '"irig safety achievement hear a brief safety message.. The machine - Usually "coffee and" is provided when can be rented from the. tdephone company the first award is presented; after several for sdxrot $25 a month, and should be con years, a breakfast may be served, and when a nected to . an. easily remembered number, million manhours is celebrated, a full course sucft as 7233, which spells "safe" on the dinner marks the occasion. We realize that telephone dial. During World Series time, a $4 dinner far-250 employees is $1,000; we reported the score at die end of each but we also know that an analysis made 33 1963 National Safety Congress in our company several years ago showed that the average cost of a disabling injury (exclusive of fatalities) was $443. Thus, if we eliminate just one lost-time accident in each of the two years it takes a group this size to reach a million manhours, we are money ahead, for the saving of the indirect expenses and the reduction in. the number of minor accidents are plus values which completely offset the price of the dinner. Many times,, individual awards are made to each member of. the group, with suitable engraving which serves as a constant re minder of the occasion; Many items are available--key chains, ash trays, tie clasps, nail clippers, small tool kits, steel rulers, etc. We encourage the awarding of these gifts, because other employees see the item or hear about them, and strive a little harder to win something' themselves. It is a pe culiar. trait of the average employee that he'll work all. year for $5000, but for $5000 plus "coffee and," or breakfast, or dinner, and a souvenir, he'll work safely all year! When a group is getting near. an award date, we like to see it advertised with cards or. certificates in advance to stimulate fur ther interest in reaching the goal Some people are superstitions, saying, "Let's not talk about it until the day it happens"; but we feel that the more publicity there is, the more safety consciousness is created. To increase pride in the .wearing of hard hats, we designed and issued "Scotchlite" emblems, symbolic of the department or type of work involved. Whenever a man has been spared a severe injury, or perhaps death, by wearing a hard hat when struck by a falling object, we present him with a special hat, emblematic of his member ship .in .the Turtle Club. The hat becomes his personal property and the ceremony usually occurs at a safety meeting. t We average about one presentation a month. What an easy way to recognize the saving of twelve injuries a year! Similarly, a Wise Owl Club certificate, presented to a man whose-eye has been saved, stimulates interest in the wearing of safety glasses' and goggles. Both .the Turtle and Wise Owl Clubs are glad to furnish the equipment and accompanying certificates, either free or for a small charge. pt af at a ft w ft at in el tc si n w sc pi ta st w f< ai si ai w ai v tf Ol St d: IT Ol a) o: ti C P 0 b 1 ei 6i ji tl ii r it b Here is a very effective tool for pinrinting . those - areas r which, need special tendon. At the end of the year, we lalyze ail accidents occurring is adivion or generating station. First/ we .list . le accidents accordmg to the foremen hose men were involved. Second, wexecbid te classifications of the workmen injured, id theirage groups. Then we list the juries Uy type: falls, burns, electric shock, c. Next we show tiie reasons: improper ' ols, lack of adequate instructions, omison of protective equipment, violation of lies, etc Then we go over every item . ith die superintendent and his assistant > that they get a complete and accurate ictiire of thdr accident problem and can ike steps to correct thdr deficiencies;- Even though we all know the only anver to success `in our.'business is hard orl^ I suppose we will continue to search 3r an easier way. For the last nine years, we have put on . a . annual campaign or special drive, to ipplemeat- the work of the division'safety ivisors. Early, in 1955, we had "safety. eek." A. letter was mailed by the manger of industrial relations to the home of very employee. The goal was to have te entire company work one week with- ut a disabling injury. Buttons were isied, to be worn by everyone during the rive.^ Thfee' were made of celluloid' and, itidife|g our embarrassment, a welder in ne orc|he shops set his on fire and we (most had an accident! The bade cover f our monthly magazine carried the theme, Let's dwarf the number of accidents with ic safe seven--and keep the record dean." rew cab cards for men using trucks and osters on bulletin, boards for shop and (See workers reminded everyone they should e extra careful from March 20th to 26th. he week was a success, and almost 16,000 mployees working 40 hours, apiece, reached 00,000 manhours without a disabling iniry for the first time in company history. In September of 1955, we tried to double ie figure; this campaign was called, "Shootig for a Million." Our shops built a ocket, we indeed a pretty girl.to touch ; off, and arranged. with the editor to use oth the front and back cover of the Edison Service News." Again -a - letter ras mailed to all employees, and pins >' > y\t ,. i M ) -j i ; ; , \ j'i > ! j I .for. pin ed special year, we in a divist,/we-.list s foremen . we'recbrd m injured, . Ust ' the itric shock, : improper ' ons, pihisiolation of ivery item i assistant d accurate n and can ndes. . : only anis is bard : to search ive put an drive, to non' safety id "safety, the mane home of i to have reek withi were isduring the luloid' and, welder in re and we back cover the theme, idents with ord clean." trucks and shop and they should th to 26th. host 16,000 ce, reached tabling inny history. 1 to double ed, "Shootps built a 1 to touch itor to use er of the l -a letter and pins Public Employee Section: were issued, only, .this .time they were. node, dedgned match books were, distributed by of cardboard.. Each. day; was sponsored by ail attractive "Bea Safe* , girl in various, a imropany^oflacial, andla daily bulletin was . stations, division offices- and reporting head- issued. T1k 'bulletins had : a picture, of -the quarters;-. We also arranged ./ to , lave :"a.: official; and., a., little corny verse tp add message from "Bea. Safe? Jmpr^edy on;. interestEadi successive: day showed the every, employee's pay check eredpp^v^/.'/ Mf rocket mowing. farther from the earth-and closer to our goal. of .1,000,000 manhours. As you /have probably guessed, birr "Spot*. .nik" tumedput, lo be "Sputtemick," her/ cause, of an accident during the. second'.day: of.the/eampaign.; However, our efforts were not in;, vain- because: several.. areas deter-1 mined they would get a million manhours themselves.. Two of; our. generating. sta- turns made it, and a third reached 870,000. manhours before an injury broke the rec In l959, when we adopted mouth-to-moUth ;; resuscitation as the preferred method .of, artificial respiration; we showed the film/ `Ttescue Breathing" to every /employee -oh' the system. We also distributed wallet/; cards. : When the Resusd-Am training manir;: kin became available; we purchased one for each -division and initiated individual prac-; tice for most of our people over our system. ord <' . The 1960 . campaign was based on a : * Otir 1956 campaign was a slogan contest, with cash prizes ranging from $200, down to $5, for . the 25;best dogans. Iii addition to the publicity in our., magazine;; .we put posters cm all bulletin boards ,and Used our telephone message device- to encourage. par ticipation. Included in a letter to every em ployee was a 'set of rules and an entry blank. When the contest dosed, we had received over 6,000 entries, indicating the: interest shown by. employees all' over the . system. . movie which was written, directed and produced by bur own personnel, usmg pro- ' fessional help only for the recording and editing. "Take Another Look" 'isa-16mm' sound color motion picture `which portrays six accidents typical of those` which might;-, occur on any. electrical utiHty system. Using; a golf outing as a background, this 27 minute movie uses "flashhadcs" to illustrate each accident We. followed it-up with posters on every, washroom mirror.; The. movie stimulated considerable interest out side our company and about two dozen . The 1957 program utilized the very power- copies of the film have been sold at $150 . ; ful safety movies of the U.S. Steel Corpo- . each. 3". #!> ! !. , ) \ ; j ` : ; ration, "Knowing's Not Enough*" Publicity included cards in elevators and on lunch'. room tables, posters, on bulletin boards, flags at each headquarters, crew cab cards,/and the back page, of our magazine. Everyone seeing the film was given a small flag to wear on cap, blouse, or lapel, and our safety;advisors were specially-made ties with yellow flags . showing against a blue back ground. This was probably our most successful campaign and the stogan, "Knowing's Not: Enough," .is still bung quoted by our people during safety discussions. In 1961, we held an essay contest in connection with a company?wide showing of the National Safety' Council movi# "Safety Everywhere--All the Tune." Em ployees were urged to send in essays *f 100 words or less on the theme, "I shoitid practice Safety Everywhere--All the Time,/ because . . Entry blanks were mailed . to homes, and $625 in prizes offered. Award checks were presented to the 26 winners at ; a noon dinner, with suitable pictures: and : publicity. > : Our campaign in 1958 was called, "Get Safety into Orbit around Edison System." In 1962, we adopted "heart compression" of "cardiac .massage" as a life-saving teirii-. | Division vice-presidents, station superintend- tuque to be used in conjunction with mooth- . entg, department, heads and safety person- tormouth or: mouth-to-nose respiration .oa : nel wore handkerchiefs and neckties sped- victims, whose heart has stopped because of. : fically made to illustrate the theme.' electric shock, heartattaick; drowning; gas, : Foremen wore arm bands during tire two inhalation, or other causes. Our/ medical : weeks of the campaign. In addition ` to director trained a group of. specialists,, who magazine and poster publicity,. each em- in turn . trained other employees; in the i plqyee was sent a letter, and. specially. proper technique. Due to the extreme in* - 55 parlance of proper application of the heart compression technique, we have instituted a re-training program at approximately six- . month intervals for-those people considered to be working in high hazard areas. - This year a system-wide program was developed from a script, written by one of oar safety advisors, entitiqi "Safety Is In Yonr Hands." A 45-minute narration oh tape was augmented by a strip film which combined actual photographs and cartoons to illustrate various aspects of our own company functions with regard to safety principles both on and off the job. Except for film developing and rental of the re-. cording studio, the entire program was produced exclusively by company personnel. As you can see, we try to sell safety rather than force it, to convince people they ought to work, safely rather than penalize them when they don't We con stantly remind supervisors, and foremen that. accident prevention is their responsibility, and that we. are there to help them, not to dictate to' them. . We also stress the factthat we are available 24 hours a day. Ifa night shift wants to hold a safety meet ing at 11 pjn., or 2 am., or 7 aom, we'll be there to handle our part, of the program. But the backbone of our safety program is the work done by our safety advisors out in the field, or the shops, or generat ing stations; contacting men day after day; counseling with foremen; inspecting job con ditions; and participating in safety meet ings. Our safety advisors are encouraged to develop supplementary programs in their own areas and sometimes prove quite suc cessful In 1959 I wrote the script for a program on statistics, to illustrate the frequency of injury to various parts of the body. Speak ing parts for the head, arm, foot, etc., were developed, and as a slide was shown of the bandaged member, one of our people read an aggrieved opinion in regard to the carletsness which resulted in the injury. The number of injuries of each type was shown mi another slide. Originally, done live, the show was subsequently put on tape and toured the entire Edison system. That Fall it was presented at the National Safety Congress. In I960, to promote interest and en courage familiarity with our new safety f book; I wrote another program, tiling rtoon daracter devdoped by another any to enphasue the nfety ^et The . itive dP approachproved qukejocri/and this program also arcaiated gfa nrii^ of oar shops and generating u& Somewhat similar to the statistics am, speaking parts were assigned and ohs were riiinra to coincide with statei of good safety practice, forexample: . fers should be kept in good repair?; tricaKequipmentshbuldbe Inspected riy?;.?fims most beproperty guarded"; er trading procedures must be fob f ; and "leave a work area as clean " u found it" ese two programs are offered asexs of supplementary safety promotions 1 canevolvebyencooiagingtheinial initiative of your field representa- tA < .i < < ( w, perhaps you are wondtarng how we kting as 'aresult, or perhaps in spite, e activities I: have described. In 1954, ad56? disabling injuriesr-average 11 week; and'we were 18th out of 20 electrical utilities. By 1961, we were * than average; with 100 disabling int, slightly less than two per week' i 82 per cent- reduction. Unfortunately, uffered a slight increase to 123 disI injuries last year. This year, to date; ire doing better than last: year but tuite as. well as in 1961. Obviously, re working diligently to'effect further rvement in our accident experience: ' rant to emphasize that all these gimt, gadgets, and ideas I've described are y advertising which calls attention to act that we have a product-safety-- II to our employees. The actual acdprevention work is done by competent eering, adequate education and trainstrict, but fair enforcement, and last 1, enthusiasm. xn this review, you can see that the nonwealth Edison Company is pretty in the same position you are. We wtly strive to get our safety product on the street": to devise a new ap* h or to adopt the successful ideas her people, in order to influence the ing of the man on the job. *L ' efleve we come to the Safety Congress much like the man who dreamed he 1 j .. i ( , , , i , , @w:: , rang tnotber *. The . te sac- ' crating tatisties ted and 1 state* ample: spall"; spected anted"; ye. fbls clean as; ex* notions the In* resents* ioww 1 spite, a 1954, age 11 of 20 e were ing in week mately, 23 disto date* ar bat rioosly, farther nee. e ghn>ed are tion to afety--; tl aod* npetent train* id lut ,iat the pretty e. We produet ew ap* 1 ideas ice the ingress ned he Public Empioytt Section discovered a new stbrii He 'entered the : store mid foundanangel behind the counter.; Upanihqtdrin&bewss tojd that everything was free hand -he: coidd lhave anything he desired;. Immediately he ordered peace oo earth; an end to famine,1 sorrow and di sease..:.:' :-/'r. :--v V' . ' "Just a moment," smiled the ahgetl "You haven't quite' understood. . We don't .` sell; fruits, here only seeds. I. sincerely hope. dot something! ;jve\ said might prove; to he a seed worth enter; vating. It .has been a privilege to review; die activities of my company as: we githet^ here in.oto\ mutual desire to team new ways to/estabiish a perfect safety record. - COMMUNICATING YOUR IDEAS : f ;^y JAMK8 E.DELANEY . Administrator of Supervisory Development, Guidance aad Control Systems Div. of ?ZdttonIhdnstries,Woo<lland Hins,Calif, r Since die problem of communication is so Oral Writing '- broad asubject, this paper wdl explain only One of the best principles to use in writ four .banc concepts. When business men ing is that one should "Write approximately and women; fully andetstand and, apply these" :.as.. lie Swjjuld ta8%"fA' person who seeks to ideas, they wiilfihd a grat' imprbvememt in communicate should apply this technique in their ability to communicate effectively. . order.to produce the rough draft . The Triangle ofMtonmg If is writer's of speaker's obligation to present his thoughts, so clearly that the reader or listener will understand the mes sage completely. . The communicator should remember the fbHowing points: 1. Human understanding is the goal when, people write.or speak. Z Inadequate preparation of .both written material and formal .speeches can cost the company coundess dollars. Therefore, one should take sufficient time to do an excellent job. ; 3. Mental Mocks such as attitudes, con victions, complexes, and prejudices can hin der one's communication. The communica tor must realise that he eatmot win every one to hi* way of thinking. ....He should.ask tbe.questioo, fHow should this concept be presented?" He then prepares an outline of the ideas to be discussed, and dictates the message to a secretary ;or per haps a tape recorder.- If nridier of- these is available, he can whisper die thought aloud-and then immediately write down what he has said. This method wdl:produce, the easy .flow of ideas which constitutes good, business communication. The next step is the editing process. If the draft is read aloud, one. can detect wrong tone, bad grimmer, sentence frag ments, and misspelled words.. The writer should -remove any^ slang, trite, and old ex pressions that, are part of the "spoken" language but are never written. He may. alio live to remove4"*; change. words, phnues, and sentences. It will take several drafts to produce an excellent piece of writ: ing, but the results will be satisfying. 4. He should answer these questions be fore he' writes a message or delivers a speech; a. Who will read or hear the message? h. How much do they know about the subject? c. What information should they receive? Two Styles ofWriting and Speaking ' ' Most stories, novels, and Mays follow the "pyramid form." This is achieved by start ing with statements of facts and descrip tions of events that gradually, build to a climax. When his point is reached, the story quickly comes.to ariose. 37 l- *v V 196} National Safety Congress This organization of ideas is used when writing dr telling a humorous story or try ing to influence the reader or listener. One lays the background, creates the atmosphere, and builds the story to the "punch" line. This is the dramatic way to organize, and the method creates interest and suspense. The inverted pyramid or "V" form of organization is best for presenting business or technical information. - One gives the reader or listener a general picture of the situation, elaborates on'the most important facts in logical order, and then doses the presentation with a convincing conclusion. He > starts strongly--he finishes strongly. The "Key Word?' Outline /The communicator must decide what he is going to write or to discuss.. He lists the "key words" or "key ideas" as they are thougl is a v which graph The decide As tb of ner thi unnec Wil develc of th thing: 1. . 2' . i a pa: 3. . order A NEW ASPHALT I By C. L. HUISM Highway Eng., Iowa State Highway t -I am here to give a short presentation of what we, in the maintenance department of the Iowa State Highway Commission, con-, sider a new asphalt distributor. As a little background, this distributor was developed because we were tired of the old trailer-type units that lacked maneuverability, had limited usage on heavily traveled roads and were limited by legal 35 mile speed limits. The solution to our situation is quite simple, one' might add; "simply purchase dis tributors that are truck mounted." This so lution was not satisfactory, for we had 130 distributors, and to truck mount them would tie up 130 trucks for 12 months of each year. This would be an expensive solution to our problem. What we wanted was a dis tributor that could be truck mounted when its_ use was desired, but could be stored in a yard without tying up a truck when not in use. The pilot model was developed in our own maintenance shops at our headquarters in runm aspha legs, are t telesc front aroui the i truck the front truck about A load Two front in tl body weig two dinei centr to s\ is lo: ~r' _ . . v-. -s . ' j iaiiaiiliMuitt&MiH lit of. on 3,x 5 In. cards. A key void rard or short expression for any idea will later be expanded into , a para* , or full concept, if one Is speaking, a he examines, die ideas carefully and 3 upon the best order of presentation. ideas are rearranged, he may think w ideas. He then adds these new ideas : proper place in the outline. Also, essary ideas will be removed. EH the outlihe as a guide, he can now >p each key word into a complete unit'' ought . This plan , accomplishes Arps All necessary facts have been presented. One key word has been developed into agraph or complete unit of thought All ideas have been placed* in logical HSTRIBUTOR [AN Commission, Ames, Iowa Iowa.- We have done away with the ng gar, die trailer hitch, and have an . ilt. distributor 'skid mounted on four The two back legs are permanent but :eIescoping; that is, the . lower sections ope Into the upper sections. The two' legs are reclining in that they pivot id the center point and fold up out of say when the unit is loaded into'the : dump body. In this loading sequence, irst operation is to line the truck up in : of the distributor. Next - raise the : box approximately 6 indies to give it t a 6 to 10 degree incline, simple boat winch and cable is used to the unit into , the trade dump body, recessed wheels are tucked within the : distributor frame. With these wheels le cocked position, as a track dump backs under the distributor unit, the ht of the front end is carried on these wheels after the two front legs are rei The wheels are mounted on an ecic shaft which gives sufficient throw ring them out of position when the unit aded in the dump body. j i* I ' word y ufe* para- * ly and ration. 1 think i ideas Also, n now te unit ' op* seated, d into lought logical ith the tave an n four' ent but sections he two' y pivot out of ato the quench fc up in ise the give it used to > body, bin the wheels : dump nit, the these are re- an ec: throw the unit Public Employee Section When the pressure has been taken off of liquid withdrawal valve which is not com- the two front t^s, the weight of the front . patible with anyhousehnldor domestic serv end of the distributor is resting on these two ice. This dimiratet a hazard of bottles ggt- wheels whidt are, In turn resting in the bed tingmixedupandbernginadvertentiyused of the dump body. for household service wherein they would .The two front legs each have a hydraulic immediately cause, an explosion. -. jack in their foot; By releasing the pressure ..There7 are several safety features worthy on these jacks and loosening the. whig nut of note. One is the7 platform for the op-; at the top end of each front leg, feey; are erator. To our knowledge; feis is fee: firri ready to swing Out of position as the track1 distributor-that has a side railing for opr dump body is winched under the unit erator protection. He is also up in the air As the operator turns the winch crank, the cable' attached to the front end of the trade dump body is acuallypulling the trade underneath the asphalt distributor, while the front legs begin to swing up in a reclining position; . higher where he can see the area : he is working and is in a better position to view any bbstades that may be present; He is within .10 to 12 feet of the truck operator and in this fashion is better able to coordi nate their work; In the former use. of a trailer-type unit; fee distributor operator7 and The heavy angle iron at . the back of the truck operator were approximately 30tp 40 distributor, unit then butts up against the feet apart and were unable to communicate apron of the trade dump body. At this with one another. ' T-, point the truck dump body is dropped to. its horizontal position. By so doing the weight is removed, from the two'back legs and the unit is now resting entirely in the dump body Even though there is some overhang from-: tiie back of the dump body, it is less .than, four feet,-whidi is the le^l limit in lowa without being identified,with a red flag. of the truck.. The operator now releases the two front' wheels so' that the weight of the The entire operation of loading fee. dis front end of the unit, is on the skid, rather tributor is approximately 10 minutes.. In than the two front wheels. : this: 10 minutes , we have completely loaded -the unit, it is ready for operation.; The con- In the adaptation of truck dump bodies trols for the distributor operator; are all con to tins type of distributor, we weld a large veniently clustered around fee platform so eye to the front wall of tbe dump body in that he can control: both the burners, the which to hook.the grabhook of.the winch engine, arid the distributor valve mechanism. cable. This cable is cut to a critical length so that in the unloading operation, it can ' only release the distributor to a point where ~ the- two front legs can swing down into po sition... One could not drive out from under the unit without the front legs coming, down, blit would be stopped by the critical length of the winch cable and would begin to drag the unit * In the unloading sequence, the first opera tion before raising the dump body is to drop the two' rear telescoping bade legs and ; put the. pins in .position. However,7 before,,fee dump body can be raised the operator must go within fee dump body tmd cock theTevfer which swings the two small front wheek- ihto position. By doing this he is putting fee weight on fee hade of: fee skid and fee ' The reason for a two speed winch is that ; two front wheels. By raising fee dump body, in the lesser gear reduction, we can lead the waghf is transferred from the rear of slightly faster with an empty truck. . The the skid to fee two back legs and fee two lower gear reduction is nsed when loading 'front, wheels. ,` . with a full tank of asphalt Please notice here also that in our operation of heating asphalt for road maintenance; we have con verted our entire ,fleet ,of distributors to LP gas: operation. . We are using liquid propane. At7 this point the truck driver begins to drive out from under fee unit . The. winch cable is in place, and is actually the member whife is controlling fee speed wife whidi fee trade drives out frrin undtr fee dis To differentiate this tank type and sep tributor. Tbis is .also controlled by. fee op arate it from domestic use, we have'printed erator on fee windi cable) handle Where; a the dome of each tank-highway orangeand brake can completely riop the unwinding of -have equipped the bottles with a. special the: winch cable;, if desired.; 39 1963 National Safety Congress As the two front legs begin to swing down into position, the skid of the distribu tor is actually off of the trade bed itself and the weight is actually carried on the two small wheels up ahead of the two front legs. The truck is driven ahead to the point where both front legs have completely swung down into position. Next the operator lodes the two legs in position by simply attaching a wing nut to a bolt in each end of the two front legs. After the two front legs have been se cured, the operator is now getting ready to undo the winch cable, but before this can be done, he must slightly pump the two hydraulic jades, thereby taking the load off of the dump body and putting it onto the two front legs and tyro back legs. After disconnecting the winch cable, the operator is ready to drive away from the distributor unit The front legs are also drilled for a coarse adjustment; however, through practice we have found that this is not necessary since satisfactory adjustments can be made in each hydraulic jack. The dearance between the skid and the dump body .from the swing on the two front wheels is 'approximately one* and one half indies. When the unit is completely self-supported and the truck is ready to drive away, the time elapsed in this unloading operation is less than five minutes. The question may come to mind, "Is a unit of this type in storage stable under severe weather conditions?" This particular unit was exposed to a broad-side wind of approximately 70 miles per hour, the tank was empty; however, the wind had no effect and did not move the unit in its resting position. Some details of construction would be of interest In the LP gas burner control box, we have .designed our own control circuit The distributor has two main burners and a hand burner. If we have flame failure in either of the main burners, a safety circuit will shut the gas flow. We have dustered the engine controls together, and to the right rear of the platform we have dustered the distributor controls together. On the operator's platform, looking into die dt two a back, that t while is am] and ti that tf the dL dental! body 1 this di We a pair flame the ga withdr nate f heat t< In c this t pointei truck; the di eratior of the only 1 two b< truck. Wit! light ^ One tinned tribute is the safety to insl also a on the skid n cost t faciliti the wl All any ai the hij equipn Iowa! ever i road s it is s flashio We older "V-.- <**! ~ imp body, there is a railing around ides of the platform and across the We have a.safety chain;and dip so he operator: is completely protected riding on the back of this unit There pie clearance between the tank, itself le wait of the dump body in order le operator can'walk completely along stributor unit I ought mention, inciy, that any standard 10 foot dump [hat is made today will accommodate istributoir unit ' control the safety shut-off valve with ' of thermocouples in series so.tiiat failure in either bnroer wilt shut off is supply to the unit We: use liquid awal on all units in order to elimireezeups of lines and . to get quicker j the burners. _. c . nmparisons of the .safety features of init with the trailer-type unit we i out . that all of the tail lights on the are still completely visible eyeii'though stributor is loaded and 'ready for bpL By comparison, because of the width : older trailer unit and its height the ights visible from the rear are the ax clearance lights on the back of the h the truck mounted unit the'stop risibility from the rear is excellent of our biggest reasons as I menbefore, for going to this type of dis>r instead of the trailer mounted unit fact that to comply with new' State regulations and laws, we would have [all trailer brakes, turning signals, and complete set of lights and reflectors t trailer units. We felt that, with this lount unit; we could reduce our initial y eliminating the lighting and brake ies required and, in fact, eliminating, bole trailer running gear. of the lights are dearly visible from igie one might observe this unit along ghway. The amber beacon is standard sent on ail maintenance units of the State Highway Commission and, whenhey are doing any repair work on the urface itself or the adjoining shoulder, standard procedure to use these amber ig lights---day or night, still have approximately 100 of the trailer type distributors in service. We ..r- * * round is the lip so toted There itself order along , inridump lodate : with > that ut off Squid elimi* uicker res of t, we m the hough >r op* width it, the e the d the :'stoP lent menif disd unit State t have s, and lectors h this initial brake nadng. from along indard )f the whenan the wider, amber if the e. We -* TV-.. A =7^ v -v Pubfie Employee Section are making-plans to eliminate; these units Tins is a rioifrup of the stributor bar as rapidly as (nibble and to convert our; arrangement that is Used by Seaman-Gunni whole .fleet'te'the ridd mounted units. son on their particular make of distributers; I would like also to call your attention Through experience, we have found that the fully circulating spray bar not Chly'fidds to to the contrast in the safety features on. the . a better appearing job for'maintenance op operator's platform of the older time, as erations, but makes it much quicker to vary compared with the skid mounted unit The operator has a platform, but it is a solid the width of spray. .-v deck plate: rather than the open grid plate This is a view showing the whole platform in' our truck mounted unit .We feel die -assembly,1 including - spray bar, engine, and open grid platform is sdf-deaning, where . operator platform. Notice tee low silhouette the older platform not.- <xdy: built up with except for the stack: extensions, for'the flue asphalt, but would be slippery" for any-ipp-' exhitosfc - : ' erator stepping up onto it There also is , After tee units have been completely fab no railing for the operator. ricated arid tested at the Seaman-Gunnison A view of the older unit from die rear would show that visibility for the operator is. veiy. poor.. He is to die side- and-far phntatBaraboo, Wisconsin, they are loaded for transit to the headquarters at the Iowa State Highway Commission in Ames, Iowa. enough ahead of. his -distributor spray bar One questioQ teat ought come, to: yoqr teat he cannot actually see the.: spray, bar mind, is ``What is the tank capacity of these nozzle in operation. Ithasbeen'one of our units?" They are approxinatriy 525 gallons, common problems that operators drive for the same as our original plot model They hundreds of feet before they, realize that look larger because they are insulated with . they have plugged nozzles and sue leaving a 1# inches of rock wool insulation in order bare strip in. the seal-coat operation. - to contain tee heat of the asphalt within the We made action pictures of our plot tank during the day's working, period.: I model being used at Iowa State University Another application we have made of this to resurface streets in a student housing . retractable skid mount leg arrangement is area, which show the excellent spray pat on a ^lip-in salt-and-sander hopper box tern from this operation. We have used a which we have converted to the leg attach shield on the left:hand side:of the spray ment principle. Again the two front wheels . bar to protect the most .recent application are-oo an eccentric that swings into post-' of asphalt and cover aggregate. . tionwhen loading the unit A sprocket on . the front of the hopper transmits the live . The truck with the chip spreader follows power from the power take-off. to the gtar right behind the distributor unit We feelteat One of our biggest successes for our seal-coat operation is to get the. aggregate in tee asphalt, covered and rolled as quickly case at the rear of the hopper box. We .arousing the same winch and cable arranger ment that was used on tee asphalt distribu tor. as possible. Smooth uniform applicationof asphalt just ahead of the aggregate spreader When the loaded unit is ready to operate, makes this.possiblei we have the three identification light cluster on the salt box itself, with two qt lights . First manufactured units that, the Iowa shining down onto tee spreading mechanism. State Highway Commission had built, ac These are plugged into a standard receptacle, cording to specifications drawn around the which is mounted on the bade of the dump pilot model, with all of their added features, were, purchased, at a redaction in cost of. $250 per unit over purchases a year ago. body itself. AU required l. i#ghtin g'is visible. Although the leg arrangement described is only one year old, we wish to state that We feel that most of tills reduced cost in the progress of the Iowa State Highway was due to the fact that we eliminated the Commission, we have in operation 19 dis trailer running gear, wheels and tires from tributors with the dad mount leg attachment the purchase price of tee distributor units. and also have in operation to date approxi Also it eliminated tee extra fabrication of mately 30 of tee sand and salt hopper boxes. steel in tee tongue and pintle hook eye. Recently contracts have been let for the ; '.V- 1963 National Safety Congress fabrication and manufacture of 71 more hopper.box units, these to be delivered before the coming season's winter "weather. I fed that die use by the Iowa State Highway Commission is a testimonial of the merit of the idea; the principle being that the most versatile body for a maintenance truck unit is the standard ten foot dump body theyhopp "sbjJ it fo day, nano WIRE ROPE ANI By N. E.FREEB Prod. Engineer, Broderick & Bascom Wire rope is an integral part of many machines involved in the movement of men and materials, and is used .in just about every segment of our nation's work-a-day life. In conjunction with wire rope, safety should be uppermost in our minds due to the high potential of personal injury, the possible property damage and the high cost of schednle disruptions and other loss of time and motion. it is piece teria whit betw ing c 3^^, pans {)er& Organized safety has done wonders in the know field of wire rope usage; but there remains, enerj much to da It ofttimes seems that more em- ~ a sta phasb is put on the promotion, of the steel . yj toe safety shoe and the hard hat than on the a the correction of poor practices which aiding, the very reasons for this kind, of protectifc!^y^' The wire rope industry has long stressed the proper methods for all types of practices involving its products? and they employ specialists to assist you in your specific problems. We would urge you to take full ad- vantage of them. There is a crying need for safety-in-usage practices by all users, Furthermore, there is a need for exercises and demonstrations pertaining to the storage, installation, use and inspection of wire rope along with organized follow-ups to these exercises by management Perhaps the great- est need is for the recognition of wire rope as a primary tool. to bt sheai the t pe rope a hi, it is does on hi ofteo acts out ! 0ur < and t Far too often in the past, wire rope has been considered an expendable item; unfortunately it is grossly mistreated because of this classification. Wire rope is not merely an item of supply nor is it an auxiliary piece of lifting or pulling apparatus. Indeed, upon be a< Dc in B read, meat ... By using sliiMn attachments, whether be .an asphalt distributor, a sand or er box, a water tank, on other item ; by r the reclining leg arrangement, we can t a truck unit imore' versatile and use r. every operation encountered in day to weric to week, safe highway mamtee operations! > SUNGS OURN Rope Coq St:Loma, Uo. a precision machine Composed of; many s of carefully selected high quality mal fabricated into an -integral member, b in most instances is the primary link een the,load bring moved and the.mov>r lifting mechanism. ' ire rope has extresndjr high tensile :gth for its hulk and weight ho comoa to other, types of structural mem- It is the safest structural material m for tbe transmission of mechanical or to lift or pull or to brace or support itic load. ire rope is an amazing paradox: it has ibility to resist abrasion, bending, crushand the myriad other forms ' of abuse, it the same tune it is .flexible enough : shipped on reels, wound on drums and res -- all ata low unit cost and with lighest degree of safety. \ rhaps this paradoxical ;nature of wire is its own worst enemy; for with such gh degree, of safety and, dependability often die subject of gross neglect which not afford the user the highest return is investment The wire rope , industry is i accused of bring fussy about its prodas to care; installation, and use. Withstating that all users abuse rope, it is opinion that if wire rope were as "puny" mreliable as some parts of the machinery' which it is used, we are certain it would ccorded much more attention. . iwn in one of our favorite restaurants altimore, Maryland, was a sign which "We buy the best of fish, fowl, and ; it is our codes who spoil them." We v .v - whether (and..or tem; by we can indtise i day to mainte- if-many ity tnamember try link lemorv- tensile n com* I memnaterial cbanical support : it has , ctush- abuse, enough tms and id with if wire th such dability t which ; return ustry is s ptod- Wrthe, it is "puny" tchinery' t would suirants i which wJ, and n." We ' Public Employee Section - could, just as well. say. that this. is. true in. . cally so the lube won't settle in one direction. die wire rope- business. - Wire rope manu^ We must guard against the piling1 of heavy iacturers-build the finest predsjoc jiMchmes-1 objeqjs. on .top of the wire, rope whidt may for art'exacting purpose; it is the user: who: crush or.otherwise damage.it-v.;. determines theuhimatciife. 7 : ' EE. Now the call in fw'a hc^t rppe . Wire rope gives adequate warning.of aj* replacement on our dearie. Wien a piece of preaching failure by the progresnye derelop- rope is drawn from storage, for use on a ment of wear, broken wires aid btherpby- piece of equipment, h must .be properly, un sical characteristics whidi can bedetecfeA coiled orunreried in such a manner that the by,{proper inspection far in advance of an balance and symmetry built into die rope is unsafe condition. The cogent point here is maintained. `Die procedure for :tmeoiIing a: that in far too many cases there are no real . length of wire ropeb jUusttuted:: v ;f "checkoff aid check-up". inethods employed for wire, rope or the: equipment upon whidi.. it is used. Far too often tins is mttusted. to the lowinan on the totem: pole with the A. Hold the outer ettd.of the rope <m 'floor, turn die ccflupcn end. Rdl the _ along the'floor letting the rope trail behmiL .' grease gun in his hand. There is no program, B. DO NOT. lay the cml ca.itssideand. spelled-out, no definite instructions, no ed uncoil by pu!lii% the trope end. This! can ucation, as a result we generally have well- disturb the balance of the rope and/or'iead greased equipment! to loops and kinks. ...? Our purpose here today is to present a The procedure for unrbeling alengthoof "Check-up and Check-off" program concern wire rope is as follows: ' . -, ing the procedures and factors affecting die storage,. installation, lubrication and inspec tion of wire rape whirii we hope mil serve as a guide at your place of employment A. Pass a statable bar or pipe through the center boles of the Ted, and jackuptbereel so it b supported by die inserted shaft / You must realise that , we can only hope B. Use a timber brake applied to the flange, . to provide a guide masmiich as die complete or some such device, for snug and' uniform,' ness of any program is a matter limited by controlled winding at die machine. Thb als& local operating conditions, individual exper preveuls tbc formation of unnecessary.'lopes'- rience, eosts, equipment and most of ah -- at tite storage red. Note that it b,uggested personnel that bodt the red aril die jirst sheave be' In order to facilitate tins presentation we are goinjg to follow an imaginary length of rotating in die tome direction to avoid a > "reverse bend" whidi can'cause '^twisty'* : 6x37 class wire rope through die various rope. - ^ phases of wire rope handling and installation, C Persistent use of incorrect methods of ', noting factors.affecting wire rope life, ap uncoiling and unspooling can only lead , to pliestionof lubricants and inspections as well poor rope service. One word about kinks:.. While realising that we are encompassing They cannbbbe rdieved after oneb imparted . many, fields of use; our discussion involving to die rope for at best they leave a dog-legl vriilriian todnstrial 'application ofan' overhead Normal service b not attainable inasmuch crane hmrt invrives knowledge is ap as abrasion and fatigue are likely to develop . plicable to every wire rope application. rapidly at the .damaged area. In severe kink- . L After, the length of rope has .been re ceived at our imaginary factory we must first, endeavor to properly store it Care must be exercised to select a location winch is dean, dry, and free from corrosive fumes or atmosphere. Too, the rope must be pro tected from weather by tome manner of housing or cover sarii as tup. If the rope is to be held in extended storage, it b imr perative to re-Inbricate at ' intervals. : We ing, the whole rope structure b dbtbrted and' the core loses its proper fabricated paction : relative to tbe strands which results in dainr. . age to the core; wires are damaged and die'' rope b weakened materially. Extreme must be exercised when unreeling or- uncoil ing to prevent movement over sharp'corners or snsssU radii asthb causes spiral and often imparts to the rope a customary "cork screw? appearance. : - know of one user who not only re-coats the: IIL Before installation of our new hoist exposed surfaces, bnt turns the reds periwfi- rope on par crane, we should make a detailed: ." 43. y? ,y a* inspection of die equipment The following hems should be checked; A. Using a sheave gauge, check the sheave grooves and drum-groove profiles. The gauge is shaped to. nominal rope diameters plus the tolerance for that diameter. The following are the Industry wire rope tolerances: larger ttadantu Qf o* tr Onntse B. Operation of rope through tight grooves causes die following osodidont: 1. Heavy abrasive wear; usually at the two points of contact between rope and sheave. 2. Rope crushing and 'distortion. 3. Ironing of die strands' which pushes the lay bade causing midness in the rope which can also lead to Ugh strand develop ment or kinking. C. Check the sheave and drum grooves for "corrugations." New rope lays differ from those of stretched rope; therefor^ the strands of the new rope probably won't fit the corrugations and thus the outer wires will be cut-up and crushed. D. Check for worn sheave bearings. Wob bly sheaves can cause the rope to scrub on the sheave flange and get out of proper alignment Resultant fatigue is due to vibra tion, and the vibration can reach an ampli tude sufficient to cause the rope to jump die sheave. E. While we are checking for the wobbly sheave, we can detect any of those which are frozen. _ 1. Frozen sheaves can cause severe abra sion and also cork-screw or spiral the rope. cause; 1. 1 Wh( 2. 1 from 1 a. P is incr early-i b. F. creates or she early v H. ' able R ropes a Type Hope 8x19 Ret. lay 8rttZnf Ltjr 6x87 Rey. Ley onT 8x901 8trend , Cut Iron (A.rg. Br.-UE) 600#/ta. 575 800 690 800 1. If a calculation indicates that the radial pressure is top high for the sheave and drum material on your host, a harder drum lagging or sheave lining would certainly im prove both your -equipment and rope service. 44 2. li increaai within the rad condusl It fa possible under these condition* to m ittffident hcat on the outer mrfaces carter wires which accompadedbya hingaction from the surrounding cooler will cause a change in themicro itroo >1 the wire resulting in brittlcaes* and fatigue. Thfa fa the to-called "burning'', iece of-wire'rape. Sight across the top of the dnmt an a erpendicnfar to tee dram axfa ito check team symmetry. Lade of symmetry r faulty spooling- ^ [f it is determined that the iheaves drums . are. wearing or corrugating: P, it may be an indication teat these t be fabricated of hairier material beofhlghradfal pressure^ Radial pressure fa calculated as follows: 2T - . ' p ^ ----- -- Lbs, per sq. inch Dxd we:';- v" - ' P -- Padial Pressure. 1 (Ibs./sq. inch) V . T -- Tension in rape (lbs.) D = SbeaveorDrumdiameter (inches) ' d= Nominal rope diameter . . (inches) \ lie following ooduridos can be drawn this formula: ressures. become greater as the load eased, tins greater abrasive wear and: Fatigue.= -\- * or a constant -load, the pressure m-: with a reductiofi in shc of tee rope ive and/or drum-diameter, arid thus rear and fatigue result Fhe table belcrw indicates tee Allowadial Pressures for various types of ind sheaves or. drams:, . Cast Start 80-400- Br. iso 1075 1385 1450 gjMMn.* - 3875 8000 8450 '4000 a material change cannot be made, ing.tee sheave or drum^.diameter certain limits causes a decrease in ial pressure, as you can see from our loos concerningtee formula. ... Tay tons to arfaces".' dbya : cooler; >stwe as and rt ca a check iraetry heaves igating' : these ial be llow*: h, . drawn :.load rand; e m-s rope thus JIowes of 2? ifln.: bade, neter' ie in i our H. Check :tbe limitswitthon die hoistfor jmt from boying new shoevt^n^ . proper functioning.Ofttimes the limit switch brand spanking new machlne, and we need . hat bien remavedinan unsafe imoye atid to "break, it in." Here Is the "paterty pre- never: replaced. -;;v J. Finally; disk braking devices and dU -v 1. With ho load attached V:eribe other mechanisms -on the hoist to insure 10 times:-- no ihore; no less:: - faultless performance, ;y IV., Now we are ready to jnitatf. ^ Cycle once with J4` load, , a & load, and a-jf load no moretopless.; y% hoist tope with'.hopesofgettingmost of 3.' With a full toad attacked' -- ' cycle the service that.haa been designedandfabri- . eranejlO times--ho more: irnksaV'^ cated into it,However; we. are not out of 4 Repeat at J4 the expected Hfeq'-V -:/ the woods yet! Here are some pointers to check before and durtoginstaHatioc. V. Finally we have die eranh bade. In service as die foreman barks -- -"WdV/lt'a A. If any cutting must be done; the rope . abbot dme!" '. yv:. most be seised 'on both 'sides of the con ' . Now,. we must keep an ^:od: bur-rope templated cut prior to catting; despite what you. ever heard about "preforming." Seize with about a 14 to 17 gauge annealed wire for S^or-10wraps.: B. Reeve up with a1minimum of reverse bends in; order to reduce the bending fa tigue after the rope is put into service.Keep to know when, it. abooU-be : : The dedsioh to remove a rope from service is -based on careful' inspection of -theyrope .and: evaluation of its corditioni'ai rdated to previous experienced the same machtrie. We bave prepared * copyrightcdbooklet die rope under slight tension to avoid form entitled Cmdr fo the Cart '& Utt of :Win ing loops or kinks. Rope, which accurately reflects odr opinions C. For smooth-faced dnnns, care nm*t be taken to spool wraps of rope.dose without actually crowding to insure even'wmdihg daring operation. It is recommended dat a brass hod hammer or wooden , mallet be on the subject of inspection; and we suggett ~ it for related reading; Itis availabte'fo yoa. We do feel that several points should be highlighted fey your consideration when: in- ;.specting.:wir0.rqpe;.:. : used to! force the rope into position if at A. Inspection should be mack accbrdmg ail necessary. ; ;- D. Use care so as to not damage or crush to. :a definitdy. pbniKdr.sdhednle. A . typical : schedule yrouM.be as fotiowsi ..;- the rope in making end attachments: ^ I. Wedge-type fittings must be tightened with care to insure area gripping to prevent high-strand. Also the fcedge smd homing must notbe worn,to permit strahd slippage. . I. Daily inspection by tiWretpfipmentcpT erator -- a rather rapid visual examination of the rope surface to note,saqr Important changes since the previous day. r: evidences of damage or any abnormal, condition., Be snre tb remove all weMedends of rope 2. A detailed inspection by si teainedyand * before securing all fastenings to prevent im- experienced man should be nride perfbcBcaliy. ' balance in the tope. : ZQips mast also be applied -with care if used: The interval may be weddy,: monthly, ;mmonthly or longer depending upon- tbe'= fe-: qm^pnentfor the instalbtion. Past o^erience mfiestrs die rapifity. of nbrinal-Vde-' ' . a. Always Use the proper number. teriaraticn. b Always apply saddle an live side and : U-boltcc the dad end of the rope. We have a. saying at .BkB which goes like this: "Never saddle a dead horse." 3w A raxird sheet of socne sort sbcaild be kept en each rope,. The rope and: eqi^mait should be identified --.the date.rfyrppo. inr ttaliation along with:: inspection dotes ;and-: .,. c One last, stq> that is often forgotten remarks as to the cqmfition oftope *, and is tore-tighten all dip. nuts after the tope msdiinea .- '-r;:- has -been iq. service a: short while and lost , B. A detailed examination shodd inchide its constructional stretch. the following: , : ; E. A eeW rdjpc should be broken hi by a 1. It nnqr be necessary to' dean 'portions short period of operation. As you know of the rope before inspeetko by: means' of 45 Xi'U- compressed airjetusing. allthenecessary . the; fl safety precautions, or with kerosene or .wire i fleetan brush. but al* 2. The entire length should he studied to determine the section which has suffered the most severe deterioration.. Such deterioration will'be evidenced by one of the following: a. Drastic, reduction in rope, diameter and lengthening of lay b. Worn or abraded wires . .. The. tween: of the .drawn; sheave The re as folk c Broken wires d. Corroded wires , ... e. Marks of mechanical' abuse, such as distortion and crushing. . To djscnss eaich of the above more thoroughly, first let's consider a general re duction in diameter and elongation of-lay which is not in a localized section. ' a. In all wire ropes we have a period in which constructional stretch occurs. This takes place early in the life of a rope and amount to approximately $4 of in a rope withan IWRC and approximately 1% in a fiber core rope. - . b. Then comes a prolonged period of op eration with very little change. - The ropela also he identifi will he ures. I sive wi are as a. T . b. F; c. Finally near the end of service life, rope trill again show marked increase in stretch.' If it is noted that tiiere is a localized reduction in rope diameter, one of the follow ing is indicated: a. Core failure. b. Excessive localized abrasive wear, per haps at a kink - c. Excessive, loading d. Internal corrosion e. Rope distortion or unbalance from ac cidental damage The degree of abrasive wear on the outer ' wires is' significant A record either, of the length of the wear spot per wire in the most severely worn section of the estimated reduction in diameter of the most severely worn outer wires should be kept Such a rec ord will assist in comparing the present wear with that on previous ropes at the time of their removal from service. Severe, localized abrasive wear may indi cate the need of preventive maintenance tight sheave grooves, drum abuse or a con dition of misalignment At the same' time c SI ed-bff d. A ` .e, T. can sa f. It of the wires Aftt ble, it tablish based the wi of d can al: able < genera ' unusm allot! rope si Eve or pre occurr duces frictio tion o' et- aaeje : hoold; be .^ diedced - Poor ^6cm notonlycttise excessive wear, btnk!-*$ excessive torqae4n.arope, fleet aagfe u the included angle bei line presenting -thegreatest travel rope across /thet'dri1 rand aV line through ihe: centerline ol the-lead at pjtf, angles to the drum axis. aimiMditd aitmrable . fleet angles are J-' a. For stnoofliriaeed drums :y Mhnmum -t l*3Cf. ; ^Maximum--Q30*-:.^ ;: . h. For grooved drums: Mitfmmn: ; .r; : Warmmm -^y (f number of brap wires in the worst y should be noted and recorded. It is ipful to note the type nf break if it is able inasmuch: as such information' Ip determine possible corrective meas- n addition to wire failure frog]^bra- ear, some other types of wire breaks follow: . . -. ensile breaks (cone and cup); j atigue breaks (squareToff broken aid anular surface) [tear, breaks (smooth break with twistappearaince) brasive fatigue (chisd fracture) '/ orgional. (diagonal plane fracture -- metimes resemble fatigue) Tegular (combinations of two or more others, put include cuttor scraped from accidental damage) : tr records for: several ropes are avails* is possible to analyze the data and a criterion - for. wire rope , removal an abrasive wear and wire breaks in arst section of the rope.r The pattern imieter reduction and lay elongation so be used.. Such an analysis is applicxdy when deterioration follows the 1 pattern.; Any accidental damage or tl deterioration takes precedence over' ter considerations in- determining if a bould be removed. ry effort" mustbe made to eliminate vent Corrosion, and to detect if if it is ing. The occurrence of corrosion re* rope strength by causing internal n and binding, and, too, by the reducrf the strength of each wire. So, in irnimmimr -ram # Poor war,;-. rope. e;be-.- ravel .line >;lead axis. s are worst It Is I it is tation measabraireaks rrend. twist- . re -- more Taped ivailaudesmoval iks in attem Ration flic 's the ge or s over' J if a ninate I it is m retfernal reducSo, in ..ly. yy Ptiblie Employee Section efltecthisa double-edgedswor&Thedegree D. iFOTiouUfcqr cranes ofttimes a heavier . of ~Kvai^;;bfi^. e^i^' :oE. corrosion rare , external prptective lubricant is used to .deter quite' iwjtetciimuate poee corrosion Has eonip corrosion.; ; .. ' - '' nkabed;? therefore; it'ttonr ^opinionthat iti* problem falh ^thim the realm of preventive matntenancfc^Sbmeof the gukfeposts faxfietiingextemalcorrosiod are:^ ';E.: The;'frequency of lubrication-, varies with the.derating conditions,.-`'anditobsfcbe-: establisbed.fbiknrin^^ central' thongfauparanwant -- tiie rope. a. AppeaSBiKte ; bf' rust or scale an the aboald neyer be allowed to become itey. A ' wires.':-;'-; ' ; - - good naintenaneg;praetiee;ts tpi cxhOtfinate . ^ f.ii" JPittiiqBr^ on;:tire .vrires _. tiie lubricating schedule;widr; tiie:inspection Indications of ;hrt^ are inani* schedule since both. require-theirope to- be: fested by:' relatively dear to. accomplish: either; prop* stramify..: ' 7"' _r :: /' between the erijr. yyy" ':; -}^i ;./.-.W/yy-yy.' ' F.' Methodsof Iubrieatioti:'are the in-, . i;fc Outside Vvviies . may- appear slack seem from the rope. r !"- i or gemous prodncts of shiro nwmtenanot der apartments, Irr the main they fall-into.three . categories: - 'y y -.-V.y V` cilinider' load,; the ;fiameter of; die rope shotting three tiba^^ may be greatly -1.' Drip Astern 3-- ewer some main sheave reduced. V'ft4 --y-'W':-'". (irefui scnitiny mdst be given on each in-: specdan.' for aiy evidence of mechanical abuse or acddental damage to therope. i Wp jqwtras ^ hsi^. r^'vwrially tiuo^t a. cooe-ihapisl' container;, bf'; ' omtw pasmig the rope horizontally t a`trough.-;:-''. These shcadd ;he treated as "red flag safety . 3. Bruriung hihricant at a cotwmioit lo-. . (tons" and cbriectibn mafic jmmcdiatfiy; for cation -- usvnlly at drum, as rope is -wotind inch malfunctions can cause deterioration in. .... ^... 7;.:-.;./:'.'-; that' will seriously alter the normal service pattern and can lead to severe property and personal injury. We suggest checking for the . following:: ; . a. Burm (electncal or heat) VIL Our imaginary hoist. rope has'now rah the full gamut of storage, handling, ji-; stallation, inspection and lchricatiou..;T The last tiui% that happou is'the inevitable assignment to the soap pile. However, b; Sheared, cut; or nicked wires.' if sill of the prindples ^ teve butlihed are :c Peened ; wires which are those wires followed that fbtel, moment Sriil: have, been . "pounded* put of shape . cL Dog-tegs or kinks - delayed as. long.as pqsribte at tite 'highest - degree of safety. Z".-'}. e Crushed or distorted sections of rope VL'Let's now discuss the importance of lubrieatiosa .in wire rope maintenance. . A. Rope lubrication is particularly neces sary on those applications vriwre the rope has qmte lengthy service life. Now. we come to a.; discussion of; wire rope slings which are specialized products of our industry used in the art of. rigging. Rig^ng is the process of habdlihg material with slings is conjunction vrith a crane; hobt^: ; chain fall or aqy; other, lifting device.;Here, too, rigging safety is upperroostitiue to the . B. A suitablelubrication schedule offers high potential of personal and property dator. die. foflbwingfadvarttajges: age and loss of time :and motira. Safe rigr 1. Protects the rope, from corrosion, both ging pradkes will tend to miuhnize. all external and internal three of these conditions. r . ; 2. Reduces' interna! friction thus cutting "down abrasive - wear- and bending stresses. 3. Preserves the <**C For indoor cranes it; is preferable to use light ' penetrating lubrieaint specifically - In a disensnon such as this: we :can only ; hmch upon the general approach to the prob- . km of safety in rig^ng and discuss the most grievous offenses noted in observation ; of lifts m varions sectors of country. formulated by die various oOcompamre for As to the general appnnch we mist con- tins purpose; In order to increase penetration rider tiuve baric tilingsthe men, the tsbrk the rope thust be reasonably clean. area, and the equipment Planning should 47 1963 National Softiy Congress . take place well ahead of the actual/lift ofTthun itself. . riggeril; The men selected to do the job most be properly "lined-up" by bang alerted to con ditions surrounding their jobs and they must possess a clear understanding of the methods to be used and the job sequence to be.fed* lowed. It may be wise to consider photo graphing ' "prodnetian" lifts' that duplicate time and again for a "ready reference." In a "check-off and che$k-ap" procedure the men must be instructed in great detail by analyzing the job and giving diem instruc hitch w sling. 11 of Stun squared ing in 1 rule of rating J st&ce; 1 ductida IWRC these fi| tions on eliminating each hazartL The emo Let's tional qualification of the men. is important one inc for the good rigger must know how to re sling 1` act in an emergency by leering his head." load. Si The work area must be adequately pre pared so as to create no. problem in addition to die load itself. Safety equipment should include both personal protective items such as gloves, hard hats, and safety shoes -- and general safety equipment such as barricades, warning signs, tag lines, cribbing and* the dice. These should be considered thoroughly in the "pre-planning" segment of die jdb. must re means i havedu and foi loop. C we mm but. 75 sling. I sling de is but I Now let's discuss die offenses most often dicker J noted. . Going 1. There h die problem of improper hitch wi hitches used for the fcqd..Which hitdh for of die i which job? A rigger must know and rec in a he ognize die difference between a good and both let a bad bitch. Jobs vary in' sire, shape and the wor weight and location of points where slings connect* may be attached. Yet for every load a rigger counter* must know the right hitch, where and how rule of to attach the slings, and most important he times d must know how jobs can be expected to la othe react when all or part of their weight is tons in i supported by these slings. Unde: Probably the most important single rule slings < for all riggers in this respect is that a spliced slings, i sling should never be used in a singleUable straight hitch over die heads of other people. Single connect! cable hitches are numerous but they lave These a cne thing in common -- there is only one rating r cable supporting the load. Just about in fective l every case a second cable can be used to not it is opi only control the load but it adds an additional angle v margin of safety. Poor hitches are not only separate safety hazards; they cost plenty in the form into aco of damage to slings. Two Just what are the basic hitches and how load eq can we evaluate them in terms of "rules the best 48 tb'? easily understnod by the ordimiry First; we!have tibe dhect .Pamedted hidtiviiofiiing ibore-llaa a dxto : [owinuch canitlift?Here is a.-rnle ib" ior a .fiber cart sling:.. Diameter , times eight, :gives! the safe-load,ratms. If theslingishandjpliced oar thumb says it mast reduce this bad jy'IS per pent due to effideney, of if there is a mechanical splice no reis necessary.'''If a aling with an Is used we must add 7JS per cent to pares. trice ah examjile: Suppose: we bad a h fiber core haiid spliced choker ' z I*'-it 8 givesps ah 8-tbo working ince this Is a band spiked sling we duoe this rating by 15 percent which we end up. with <18: tons. Next we ; "cbdcer* hitch wfaidi is like a imose medbypassing a bop through a iontrary to what we might think, it. consider that this, sling will lift per cent of die directly connected n. other words our 8-ton capacity rived by the convenient rule of thumb 5 tons when the sling is used in a hitch. . ' . ." . on, we encounter next the basket here, the load is cradled in the .bigbt sling with both loops bring engaged wk -- shaidde ch link.- If we bad 3 exactly vertical !we could consider . king load as twice that of' % directly d sling, but so often angles are ehd to die extent fiat we prefer-our thumb, to include the value of 1}4 le directly, connected. sling capacity, r words our 8-tdn capacity is 12 i basket hitch. * file heading of direct, connected Mines file subject of inultipb leg i. combination of two, three or four siinp can be combined in a commcm on -such as a link or a shackle ire multiple leg slings.ahd the load oust take into consideration file efaull of each leg at the angle at which erating in each instance. Should the ary, each leg mast: be calculated ly. and the sling fabricated.to take mint the most critical condition. and three leg slings distribute the ually. Where four legs are used, : practice is to put a tumbuckle in : V, J 1 ' } on all of lei wi du wi da dr! - ap . 6a m of nh la ..ani an 10 ha! 60 is 1 " tin an] tw is : of is of at to ah obj dir ' .1 aa P ph in cer sta act so ing fat gn tre '< mo hoi 1 fab >*a-. inary acted toker ; "rale aeter :- "7 .** I dor kad --'m ;.; y of . ' y rei an A it to i ad a oker king [ we inch : we nose d a link, lift icted idty mmb n * } 'i i isket light aged had sider . cctly : eh- . } .out ix . ] rity- j - i 12 i- sled leg four man dele, load : ef- hich the iated take the ised, e in one leg.Thbbtoprovidea means to assure hooks, farh: rather- to, point out the uses! aid' all of-the ;tegs :are .aheq^hg, aneqoil share ghuj>> 'Tnnf v>ft>n^iiptyt tti fTinging;;-; : , ; A, less^bave^sat hi a chair on anuhevehsorface where ithedmir- racked;' There'were times' during titis> irritatingr:prootU:\vAm--ytm;. welghttwas; on twb/legs of itihit chair, even; though -the dair had --fcmr;lega;-^'iget the; drift? The -same.principle can and does apply-to-sIings<v;;':;5;..i;. 7 'The stanhird- Dirigo hook .isTithe ushal tjper of boric oripJo> dh sHh^ IrfiaS a droolar shape; which enabfesTit to roHvrfth the ;fc4 restricted,T.the.-.ui^jie^\'iir&'Uwii^^fe;tin`` it straight Une'ofthepull Whether tbe poll is ^vertical,' angular orrhorirantal-; doesn't mrire a partide'of iBffBroace: - ;7r;: `"oTT?- c' , 4 LriVtate'tiipthe second of oqr mart 1 TWhilethe Dtri^lk>riciau^ common offenses cnawmtered in iahbtriai: m almost every case, it cih also he abused. fitting There is no appreciation pf theeffeet: It can be used m a hookup inaholewhere of ai^tes on sfing kafihg FaihhT to neog^ the hook movement is restricted atacoroer rise k*d*anglerdatMns; mayreshHiniqrer-' canting a benfingmooxst inthe shankof- toad on tiw sings. Keep' the attwhment-' the.hook.':`.A- v.-;-w.7v f-V- ' - angles as nearly straightup as practical; As' an example ~ a cable that is right far a' 10-ton kad at a;3(>* attacbmeht angfe is enly half strohg ebod^ for the same toad at a .:! FrabaUy r tiie greatest''abuse ci'-a hook is point toad^.Hoaknbn^ are very consclenlkxa ritout tim devriepmeht of 60* attachment angle-The attachment ancle is measured from the vertical by the wire their.hooks -- they are', mepertiy designed. Essnttiafiy the hook Is htesnt toilift-Terti; rape indhshy and from ;tiie horizontal by cafiy. The center fine of action on- ai tingle"- tire drain industry. Wten the attachment an^e Is greater than 60* it is necessary to nse a lifting beam;: - hook should followdown from the - crater*lute of - the upper eye through the, bearing point on the curvature of ltie? hbric The - benfing nwmwrt is caknbtedfrom-thewrightr 3. The third offetise most commonly noted s^ting alocg the center fine of-raction at the ; is that oondernihg the hide of thaferrtanding beartog point times the distance from; this of the center of gravity in lifting'Jhst what boring point to the center of: gravity of: the' is this "mysterious" thing called the center critical section. ' ofgravity.; It is nothing other than a point at which all tixe weght of ah objectis said to be! concentrated.. The center of gravity always actsverticaffy.dowirirantto bring die object lifted to a potitioa of. equilibrium directly under the crane hook. Shnpiy stated, the critical section acurved lever and you are hunifiar. -witfa tiie force required to lift a load with %! short; lever; Increasing tbe leagtit of tite totor de- - creases the force reqttired .to overoxhe the critical aectkxt strength. Print loadingtimply Know tbe.locatioaofthe center of gravity stated b just tint as the curved' beanr is and the direction Inwhich it. will be ex lengthened due to; the- point loading, tire pected to act Too much stress cannot be IxitMHwg mffiyif l| htTf--Mwt- -' placed oh' thegirayjjKhecenter of gravity in turning Ioads7!w&at. the location of the center of gravity is known and' an under standing acqdrad of the direction in which it acts,, tihen it .berames ea^y to attach slings so as to cbiam a pivot ;pdnt where the thrnr' ing action is more or toss, automatic. It also facilitates deternunation of the center Of gravity and otiier points if all Jobs are treated as rectangles. 7 S. The fifth offense: noted deals with a misunderstan^ag1 of what b termoi^e' factor of safety." Oftentimes we hear:about' safe working Umi, rated capadty and woikS; ing toed wbidt, essentially, ril mean .the;sane; thing. ; -'d'-;vr : All vnre rope slings are numufactored;with' a safety factor of S to 1; That b to sajr that the rated Capacity is % of die ultimate or breaking strength of the sling. Alloy 4. Offense number four in our parade Of chain, for instance, has a safety factor of most often noted offenses it that concerning STS to 1 up to 4 to 1. hooks and their applications. Loads should be handled that do not It b not the purpose of this talk to drive etti the rated capacity of a sling. It b into the design formulae for strength- of quite a trick to know when a wire rope sling 3' ig. the use -of damaged slingsl A * that has beat kinked or knotted e. over ooerhalfnor more; of:; ite The same goes.far.a wire- rope that i subjected to heat or touched. with ie arc. Encourage die men to report to a sling, and when h is reported,' dness sake: have it? removed from . ? tally, we note that there is a problem ; the wrong type, of- sling. for the nk of four things when vselecthig a . e sling for ;the job .to be lifted;: ' y, abrasion..resistance^ .resistance to, or distortion, and 'strepgdt -TOiese^ ip to Yellow Strand, Braided Safety.. This is die coraect..sling for .any. . wire ropeis asked to do.1 nly other types: are made; however,; , ^ led .ding is' the onrecf sling because" cog enough" to take die maximum. : is an; additional: safety .factor-of:. . reserve strength-to support: the' load ase of damage. Destruction of one . : part means only a lass-.of: 12$4,per strength. Increased number.;of wires ised flexibility. The braided sling has s in its ctuss section. `Hiis ding can repeated berding fa a way that wdll it - to' bend without the individual '. realdng from fatigue. Fatigue re in this sliiig is due to the manner ifacture and to the many wires. raided safety sling conforms to each , d; it will resist lank and curl long .: er slings have brail discarded when the same work. This again is -a of .its. flexiinlity atid design. Since . ded safety - sling . conforms to the ng lifted, greater friction is applied ives rise to the featujre of non-slip7 . loads: are protected from; marring.' dc the right lifting sling for the.job.' ht sliiig for the job is .a Yellow Braided Safety Sling -7 it balances strength,. flexibility; abrasion resist- . istance to distortion or crushing,' and r in ultimate cost through added anger life, and- quicker, hook-ups.. .' -] ' -5 . ,i .v* 1 6 -4 di 7" P -- pa > tb Pi ip to ",'wi ... dr <& , .to . vn in st* .ai? ; pa d< .tk "* fpe Cc thi 'OO an ao . bn sk W3 tfu m ^ to 1963 National Safety Congress has been overloaded. For example, a wire cancemu .. rope couldbe overloaded to the elastic Bmh wire roj ' (about 55 per cent of the ultimate) without will lost showing any particular. signs of external strength, damage, yet this sting should be removed has been from service. Damage is internal and the an electr nicked wires could fail at any moment damage This is not to say .'that there is not ade for goo quate notice of failure, for. that happens to service.- be the particular- quality of wire rope over , 10. Fir other sling materials--it has adequate warn of. using ing pf breaking wires. . job.. Thi .4 This-leads to another :pne of the of fenses noted -- the lack of control of care, maintenance, and inspection';of. cranes, hoists and materials used in overhead lifting. Let us note with all the vigor at our command that we feel it is most, important, to have one man in charge of all the inspecting. This man should become familiar' not only. with' the slings used in a plant but also, the wire rope consuming equipment. Regular .inspections should be rmade .and the results recorded so. case, histories may be accum ulated. He should be given, all of the data that is made available, industry wide,- so that he can arrive at the proper time for removal of a wire rope sling; Inspection is only as good as the ability of die inspector. wire -,-rpi flexibillt crushing all add: t Slings.! job that - Certai thebrah it is str load pit greater : in the c complete cent in ! = inert; 912 wire undergo enable i 7. Another offense noted has to do with wires ' b: unsafe end terminals or connections -such sistance as poured-sockets, nntightened' dips, under of manu sized shackles, etc. Socketing must be done by an expert. Don't use unsafe end terminals such as babbitted sockets, untightened wire, -; Tfee fr, job liftc after oti rope dips and undersized. fittings. A: sling used on must-be-balanced.throughout as far as all function components used in making up the -sling. .. the brai 8. One . of the most frequent ' offenses piece bd noted is the homemade rig. They embrace which g the multitude of, cfld discarded hoist ropes, . whereby leather, rubber hose, -rusty wire rope. Their , lifting capacity is unknown by anyone .-- qjfrey defy calculation. A qualified person should design lifting gear -- a qualified. manufacturer should make.-it Please don't use homemade lifting gear. Do pit The rig Strandj safety, s ance, res b Iowa 9. We would like. to make one point safety, 1 . ;v i., 2 / 5 T I | 5 1 i OFFICERS OF THE PUBLIC UTILITIES SECTION NATIONAL SAFETY COUNCIL 1943-64 General Chairman--Paul Windsor, Secretary, Bureau of Safety, Chicago, 111. 0606., First Vice-Chairman--T. F. Wickord, Safety Supervisor, Commonwealth Edison Co., May- wood, III. *r'~ Second Vice-Chairman--'Wasszk Clifton, Safety & Fire Engineer, The Hydro-Electric Power Commission.of Ontario, Toronto, Ont., Canada Secretary--M. H. Maxwell, Safety Supervisor, The L. E. Meyers Co., Elmhurst, 111. 60128 Program Committee--Marvin Teavis (Chairman), Director of Safety, Northern Natural Gas Co., Omaha, Nebr. 68101; C F. Stanley (Vice Chairman--Communications), Safety Coordinator, General Telephone Co. of Florida, Tampa I, Fla.; H. C. McCbzskey (Vice Chairman--Electric), Senior Safety Representative, The Detroit Edison Co., Detroit, Mich: 48226; Thos. C McKelly (Vice Chairman--Gas), Dir. of Training & Safety, Laclede Gas Co., St Louis, Mo. 63101; George C Sopp (Vice Chairman-- Water), Assistant to General Mgr, Department of Water & Power, Los Angeles, Calif. Technical Publications Committee--Robert McEldowney (Chairman), Safety Director, United Fuel Gas Co, Charleston, W. Va. 25325; G. D. Montgomery (Vice Chairman, Communications), Staff Safety Supervisor, American Telephone & Telegraph Co, Long Lines Dept, New York, N. Y. 10013; E. B. Horst (Vice Chairman--Electric), Safety Director, Virginia Electric &.Power Co, Richmond 9, Va.; Alex Pierson (Vice'.Chair man--Gas), Safety. Engineer, Philadelphia Gas Works, Philadelphia, Pa. 19122; H, D. Harmon (Vice Chairman--Water), Wee Pres. & Gen. Mgr, Gary-Hobart Water Corp, Gary, Ind.; B. J. Lorenz, Manager of Safety, Northern Indiana Public Service Cb, Hammond, Ind.; W. J. Byron, Safety Engineer, Michigan-Wisconsin Pipeline Co, Detroit Mich. 48226 | ! , .h -l j I. ii['` [. || ij j' '' i Training Committee--Charles Schweickaht (Chairman), Vice President Hoosier Engi neering Co, Columbus, Ohio 43216; Robert Ward (Vice Chairman), Safety Director, Omaha Public Power District Omaha, Nebr. 68102; L. C Meyer, Electric System Spe cialist Employers Mutuals of Wausau, Wausau, Wis.; J. Wesley Sammis. Supervisor, Safety Inspections, Philadelphia Electric Co, Philadelphia, Pa. 19105; H. C. Potthast, Safety Officer, Rural Electrification Administration, U. S. Department of Agriculture, Menotnonie, Wis.; R. P. Bolerjack, Safety Director, Illinois Power Co, Decatur, 111. 62525; Harry W. Becker, Assistant Safety Mgr, American Gas Association, New York, N. Y. 10016; E. W. Traut, Safety & Management Development Coordinator, General Telephone Co..of Pennsylvania, Erie, Pa. 16512 Audio-Visual Aids Committee--Kenneth G. Crecar (Chairman), Safety Director,.Metro politan Edison Co, Reading, Pa. 19603; Malcolm H. Ingraham (Vice Chairman), Safety Director, Central Marine Power Co, Augusta, Maine; W. J. Hanes, Supervisor of Safety, Texas Power & Light Co, Dallas, Texas 75222; Harry Flack, Manager, Electric Utilities Safety Association of Ontario, Toronto, Ont, Canada; Fred L: Steven- 45 J- son, Safety Supervisor, Pacific Telephone & Telegraph ( Chase, Safety Director, Central Vermont Public Sen Fischback, Safety Supervisor, Southern California Ed Membership Committee--Robert F. Mills (Chairman), Mountain States Tel. Co., Denver, Colo. 80221; J. J. I Prevention Manager, GT & E Service Corp., New York, Safety Director, Atlantic Gty Electric Co., Atlantic Gtj of Accident Prevention & Medical Divn The Cincinnati Ohio 45201; Feed Lenstra, General Plant Supervisor Telephone Co., Omaha, Nebr. 68102 j Newsletter Committee--James O. Parker (Chairman), Sa phone & Telegraph Co., New York, N. Y. 10007; T. L. F Engineer, Gas Department, Public Service Gas & Electr D. Hoag, Manager, Safety Div., Union Electric Co., St. 1 Manager, Duhemal Water System, Newark, Del. 19711; J & Plant Training, Carolina Telephone & Telegraph Co., Off-tke-Job Safety Committee--R. R. Phiij.ippe .(Chairm; Light Co., Pittsburgh, Pa. 15233; O. R. Bowers, Safety Co., Peoria, III. 61602; T. H. Edwards, Safety Prac Telephone & Telegraph Co., Atlanta, Ga.; W. W. Wni The Chesapeake & Potomac Telephone Co., Washinj Talbott, Safety Supervisor, City of Phoenix, Phoenix, A Publicity Committee--M. M.- Mehring (Chairman), Safet Power District, Columbus, Nebr. 68601; Don E. Buck Ohio Gas Co., Geveland 14, Ohio; A. B. Shehee, Safet Administration, U. S. Department of Agriculture, Washi Safety Administrator, General Telephone Co., Bloomingtc Contests & Awards Committee--R. G. Claar (Chairman) Fuel Gas Co., Columbus, Ohio 43215; Eugene H. V Western Massachusetts Electric Co.,' Springfield Mass. 1 gineer, Commonwealth Edison Co., Chicago 90, I1L; Es Potomac Electric Power Co., Washington, D. C. 2000 Administrator, General Telephone Co. of Michigan, Mus Nominating Committee--Erroll Dunbar, R. E McEldowi Special Representatives--American Water Works Associa Secretary-Engineering, American Water Works Assoc 10016; American Gas Association Active Past General Chairmen--1942-43, D. C. Puncan 1954-55, W. S. Kitchen; 1955-56, H. T. Jayne; 1957Chase; 1959-60, R. S. Lowe; 1960-61, R. E. McEldowf dorff; 1962-63, Erroll Dunbar Staff Representative--Ralph M. Coe, National Safety ( Chicago, III. 60611 Deceased 46 mum* Zo., San Francisco, Calif.; E. M. /ice Corp., Rutland, Vt; C A. ison Co., Los Angeles S3, Calif. General Plant Safety Supvr., 1awle& (Vice Chairman), Loss N. Y. 10017; Robert M. Clark, t, N. J.; W. J. Easton, Director Gas & Electric Co., Cincinnati, , Personnel, Northwestern Bell fety Supervisor, American Tele'owers (Vice Chairman), Safety ic Go., Newark 1, N. J.; James Louis, Ma 63166; G. L. E. Linn, 3. T. Robeson, Safety Supervisor Tarboro, N. C. m), Safety Engineer, Duquesne Engineer, Central Illinois Light rices Supervisor, Southern Bell .iford, Plant .Supervisor, Safety, gton, D. C. 20001; Ralph P. iriz. 85003 y Supervisor, Consumers Public lev,- Safety Director, The East y Engineer, Rural Electrification ington, D. C. 20025; L. Nielson, >n, 111. 61761 , Manager of Safety, The Ohio fssshjs, Jr., Safety Supervisor, 01100; J. E. Appel, Safety Eniroll Dunbar, Safety Manager, 4; FIrank E. Johnson, Safety kegon, Mich. 49444 iev, Jr., E. M. Chase rion--David B. Preston, Asst iation, Inc., New York, N. Y. r; 1950-51, E S. Hannaford ; 58, J. E. Appel; 1958-59, E. M. iev, Jr. ; 1961-62, V. L. Womel- xnmcil, 425 N. Michigan Ave., li i 6s>-: % Volume 22 r " "--------------- :--"--| National Safety Congress Transactions RAILROAD I NATIONAL SAFETY COUNCIL 425 N. Michigan Avenue Chicago, Illinois 60611 51st ^NATIONAL SAFETY^ CONGRESS Papers delivered in the RAILROAD SESSIONS i j CONTENTS ,, Greetings from Safety SectionAssociation of American'Railroads.. ..................... ........H. G Daulton 4 The Practical Touch..................... .......... ........ ........Robert D. Gidtl 4 The Railroad Grade Crossing Traffic Law Study.___ _ . .Chmles H. Bowman 7 Government's Role in Curtailing Grade Crossing Deaths........Joseph H. Hoys 10 . The Importance of Supervisory Training in the Railroad Industry..M. A, Nugent 15 D. K. Millet 17 Safety in Highway Operation............................ ............... Bertram L Wheat 18 As I See it Now--Discussion of How Safety Should Be Handled... :H. J. Smles 24 E.L Gutriin 27 Selecting, Managing and Training the Safety Supervisor.........Kerne G. White 28 Officers of the Railroad Section 1963-64.......... ................... ... 33 Rve Yean of Future Dates for the National Safety Congress-- ........... . 35 Other Volumes in 1963 National Safety Congress Transactions........--Back Cover / * X GREETINGS FROM SAFETY S By H. C. DAULTON General Supvr., Safety, Loss & Damage Prevention Railroad Co,, Louisville, ] It is with a real sense of pleasure that I bring you greetings from. the Safety Section of the Association of American Railroads. Both of our organizations are striving for the same goal--the preservadon of human life. ways, 40,! accounted and airline In the : road emp! connected The railroads of the nation are proud of the fact that, so far as the transporta- "SJ* ticm of passengers is concerned, they ccm- nev* tinue to surpass all other modes of trans- zero- portation in safety. In the year 1962, for The Sal each 100,000,000 passenger miles, there were American only .14 fatalities in railroad passenger train cooperatio: service. The highways accounted for 2.3 Section o deaths; regularly scheduled airlines, .35 We expee deaths; and the buses, .16 deaths. Out of throughou 312,000,000 passengers carried on trains, -May I there were only 28 fatalities. On the high- successful .1 THE PRACTICAL T By ROBERT D. GIDE Chief, Div. of Safety Standards ft Services, Bn U. S. Dept, of Labor, Washing The safety professional who admits in theory to such a thing as an "unavoidable accident" is a drag on the business. He who admits to such a thing as an "accident" is a cube from Squaresville. Theoretically, you could protect against anything if you saw fit to do so. If anything is foreseeable, how can it be accidental? If anything has happened once, how can it be other than foreseeable? If a happening, is in anyway foreseeable, doesn't it become a calculated risk if nothing is done to stop it? Acts of God, acts of men, and the laws of nature are reasonably understandable and foreseeable. Who among us can claim that he deals with original occurrences? What we might consider is the need for better calcu lators of risk and peddlers of control over the wheel trs game; The me toward si tion, deve go arourn oughly cc are slopp; In fact, tl business t now and time and per cent t To put have to c whole co If we gi doubt as : : %;- tarn ECTION--A.A.R. , The Louisville & Nashville Ky. WO .were killed. Bus accidents for the death of 90 passengers, s, 123. year 1923, a total of 1,940 railloyees lost their lives in workaccidents. In 1962, that number iled to 185--a number still too one with which the railroads r be content until the total is :ety Section of the Association of Railroads is grateful for. the n it receives from the Railroad f the National Safety Council, t to continue to vrork in harmony t the years to come, express -to you my-wishes for a and rewarding meeting. OUCH reau of Labor Standards, ton, D. C. of chance. A highfaludng numbso to speak. jc concept of "an accident" tends oppiness in thinking, administralopment and production. We can't 1 claiming many able and thormsdentious production supervisors y merely because accidents occur, te boss may think it is mud) better o chance an "injurious occurrence" then rather than spend the money, resources needed to provide 100 ontrol. a practical tag on the problems we leal with, we might best drop the ncept of "accidental" occurrence, ve our bosses the benefit of the to their abilities to properly ad- minish them l acddei might Come when For a II can pi with I us wit! testing abletc U can pi provid the-jol we ha trainin II ket wi skill i with using .at the aperf I: and train 1 cent o we ca to be betwet at the wont, I: items pect 5 per ce The could contra contra rnent In : sdeno people exact this is One only i justify basis, Railroad Section mmister and control, we shouldn't charge to discuss earth-like , problems with earth- them with allowing such nebulous thing* as type superiors who sign the purchase orders accidents to occur. A better charge concept and pay the checks. might be that, they took a "calculated risk." Corrective action may only be. practical when results ..exceed acceptable minimurns. For. example:' Who is more of a bore than -one. who constantly peddles the concept of a perfect no-injury record in an imperfect world? .Who peddles the "acridem" concept when ts If we expend X number of, dollars, we `he knows well that everyone knows a cer can purchase X number of personnel men, tain number of injurious occurrences to S, with X qualifications, capable of providing people or things will occur because it isn't il- us with X per cent of accuracy in procuring, practical, or economically feasible, to try to testing and placing. We never admit to being prevent them all? . k- able to hit 100 per cent accuracy. ' Don't get me wrong. I'm not advocating b-S*.q If we expend X number of dollars we abandoning a certain per dent of our citi can purchase the personnel and facilities to zens automatically to the catastrophe milL I provide X amount .of pre-induction and on- am just suggesting that relating our effec the-job training. No matter what we spend, tiveness to a "calculated risk" concept might we never admit to bring able to do a perfect be more earthy and understandable to training job. the boss. If notiiing else, it might, appeal p If we are competitive in the labor mar ket we can expect to have supervisory per sonnel with X per cent of knowledge and skill in dealing with those under them and with >X per cent of knowledge and skill in using the physical facilities and materials .at their disposal. We know that no one is a perfect supervisor. If we spend X dollars to procure, select and place individual workers. X dollars to train them, and X dollars to provide X per. cent of effective supervirion and leadership, we can expect. X per cent of our workers to be average or above Since average is between the best at the top and the worst at the bottom, average is the best of the to his sporting instinct--which we all have to varying degrees and directed to various things. Don't try to convince him that you can perform miracles; and don't kid yoursrif. He is only going to get what he pays for, and you are only going to be able to show results up to X per cent effectiveness based on your X per cent abilities based upon X per cent efforts expended. How do you demonstrate the calculated risk concept? Mainly by demonstrating your grasp of tin situation by relating all factors involved in the practicality of control.Tain not promoting anything like a statistical means of risk calculation. worst, or worst of the best The calculated risk must be measured If we have been X per cent effective in items one through four above, we can ex pect Xper'cent of our persons to work X per cent effective. The same type of reasoning and analysis could be applied to our conrideration^of the control of the working environment and the control of machines, materials and equip ment In short we are dealing with an inexact science in an inexact world with inexact people in an inexact environment using in exact materials, equipment and facilities. If this is so, when is an accident fit accident? Once, we realize that we are going to get only what we pay for, and start trying to justify our existence on this reasoning against the practicality of control. Saying it is not practical to take certain control measures begs the question. In such ah analysis you must bear down on two baric considerations, (1) cost of .control, and (2) convenience or inconvenience of control. And the one' may determine or color the other. In order to lay the cards on the table be fore the boss or your own conscience, you have to dig for the answers you seek. Too many folks cannot distinguish baric investi gative research from, a hole in the ground but ax procedure is as follows: First--Whats the problemf Collect facts. What happened?' When did it happen? basis, we will have more feet down on earth Where did it happen? e ^g'Rg'S 8 9 M * S3 9 S f fr 1963 National Safety Congress To whom did it happen? What tools, equipment, materials or com binations involved? Methods or processes involved and ques tionable? Human factors questionable? Were there time factors, location factors, sex factors, age factors, skill factors, knowl edge factors, mental factors, as contributory elements? Second--Research things you're not up on --Review those you know. Handling methods Layout and arrangement Mechanical actions and motions Electrical phenomena Symptoms of toxic exposures Chemical characteristics and effects Environmental complications of noise, vi bration, heat, humidity, radiation, lighting, ventilation, etc Physiological limitations or considerations Psychological implications Others. Third--Why did it happen t Now match the facts from the first group against the technical know-how and practi cal techniques you researched or reviewed in the second group' above. Interrelate all contributing factors or elements. Play house with the problem and lay it out on the couch as your head shrinker would do. Some of us have group identity problems and find it hard to relate. This skill is the answer to the Why query. Fourth--Control measures. Get down to the nuts and bolts of the situation. Are you going to come up with some excuse such as unvoidable, accident prone, unforeseeable, or are you going to prepare a case for the boss to make a de cision on? Let him decide; is it (1) too costljUto C trol; or (3) By the i above, you the follow) and constde isolate, trai simplify, el change pro est, retrain, centives, a emergency ter have-so Fifth--5. Don't tr; manitarian ostrich trea injury recc unavoidable and relate tions. Bos: practical b< prove attitt machine do put; imprt simplify a serve space The cosi weighed by rely on yo to bail yot gotten this you're dear The occi some of th considered odds in cai job. If sue taring to dranees, yc pole than i careful or The mist now and t you might defeat, if n \V Bwrfck- ontrol ; (2) impractical to con1, we'll control it esearch and review carried out have been refreshed cm some oi ng control methods, techniques rations: Ground, guard, ventilate, n, rearrange, maintain, automate, iminate, and new materials. Also, cess, supervise, stimulate inter, enclose, personnel selection, fo rtitudes, personal protection, measures, and others. You'd betme cost estimates handy too. til Iht boss. 1 to snow the man with a huappeal, an appeal to give it the .tment so you' will not mar a no* ird, or a pitch of inherency or mess. Face the situation head-on to operations benefits or limitat, the control I recommend is cause it will: Reduce waste; imides; conserve materials; reduce wn-time; increase per capita out>ve quality; generate goodwill; job; reduce break-in time; con;--You name it ts involved in control are out1 the benefits thus and so. Don't ur frequency. and severity rates i out at this point If you have far, you better be practical or L ipational roulette wheel includes e` elements which, if not properly and controlled, contribute to the Iculating risk to the man on the h risk calculations are made, reoperational and production hinmll get higher up on the totem f you just yelled. "Hey, there, be somebody's liable to get hurt!" die men aren't afraid to lose one hen. You can't win 'em all, so as well be gallant and practical in teed be. It is al railroad ; Illinois C for it ani mother di j ing herns ! boy for tl Somewl off and ] talk to r was glad grade cr have and railroads Rather was to ui in the vs you who what a ti of job it i First tl states ant of laws grade cro we called recur mo: ering diff ing devil gine wind section, t . so fourth as guide ' Then v state, and i As you ' found in j throughot j through 1 such as I now, com these law you find the state, go throui No statu is a mat checking best you i  Railroad Section THE RAILROAD GRADE CROSSING TRAFFIC LAW STUDY B CHARLES H. BOWMAN Prof, of Law, College of Lew, University of TOlnol*, Champaign, UL It is always a pleasure to me to be with We took one of these sheets for each railroad people since I grew up with the state and filled it' in according to these Illinois Central railroad. My dad worked 32 standard clauses which we had com for it and with it for 30 years. After my piled from the_ preliminary study. We put mother died I grew up in railroad board down the citation of toe state statute/ that ing houses. My first job was as a call is, where it could be found in the state boy for the Illinois Central. statute so we could refer , back to it, and Somewhere along the line I wandered then the standard clause which we had off and got into law.. But I still like to already compiled, if that is what it was, talk to railroad people, and one reason I and if there was any variation from it, we was glad to undertake this study on the put it over in this column. Any unusual grade crossing laws was because I do have and will always have an interest in railroads and anything pertaining to them. Rather briefly, what we did first of all was to undertake to see what the laws are in the various states. You know, any of you who have worked with this type of job, what a tremendous and comprehensive type variation, or unique type of variation, we put in a fourth column. Then, down at the bottom of each state, we added any additional provisions that we would find in. that particular state in regard to railroad crossings. So.when we finished we had one sheet for each state with all of this infor mation on it. of job it is. Some states, of course, had very few laws First thing we did was to take about 15 states and look* at them, to see what kind of laws they had in regard to railroad, grade crossings. Then we compiled 32 what in regard to railroad grade crossings, and others had quite a bit Bat when- we got through we had ail of this material and then toe question was, what to do with it. we called standard clauses which seem to recur more and more in the statutes, cov ering different subject matter--sound warn ing devices, visual warning devices, en gine windshield and wiper, track motor car section, blow posts and sign boards, and so fourth--32 of them that we made up as guide lines for study of the laws. We talked with quite a few practical people, and it was decided that toe best way to present it to you who are interested in it, would be to take the central subject matter, and to set it up in a preliminary draft form of a statute, gathering all of the statutory materials covering toe main headings which we finally divided into six: Then we .made up sheets, one for each We call these articles. state, and went through each state's statutes. As you know, all of these laws are not found in one place. They are scattered throughout the statutes. You start looking through the statutes of a particular state, such as Illinois, and we have three volumes now, comprised of some 181 chapters, and " . One is general provisions, which any statute should have, and many of toe'states have these general provisions in regard to toe title, toe uniformity of interpretation, purposes, toe effect of toe captions of each section, etc. these laws in relation to grade crossings Article 2, Location and Construction of you find scattered throughout the laws of Crossings. toe state. So it is quite a tedious job to go through these and through the index. No statutes are indexed very well, so it is a matter of checking them, and cross Article 3, Protection of Crossings. Article 4, Movement of Motor Vehicles at Crossings. checking and going back and doing toe Article 5, Operation of Railroad Trains best you can. at Crossings. 7 1963 National Safety Congress Article 6, Enforcement and Sanctions (the penalties). Now, under each one of the articles we have sections. Now, under Article 3, which is one of the main ones. We have local traffic con trol devices, maintenance of grade cross ings, advance warning signs, pavement markings, cross-buck signs, automatic de vices, flagmen, blowposts, lighting of cross ings, display of unauthorized signs, signals or markings, wires over crossing, removing obstructions to view at and near crossings. These all are under the main heading of Protection of Crossings, so that going through the statute, or preliminary draft even, you can look at the main heading and then pick out the specific one you want in the sections. Having done that, we then went through the statutes, and we had made some notes as we went through these, and picked out the statutes and provisions that we seemed to find recurring in the most states, not necessarily the best statutes of all the states, not necessarily the worst, but the ones that seemed to be recurring the most, or if you please, if you take the majority of the states as a model, which you certainly shouldn't do, because generally this is the worst, in stead of the best, you might say that this is representative of the statutes that we found. Now, admittedly, these statutes are old. In fact, we didn't find very many new statutes. Some of them go all the way back to 1850 and 1860.1 don't know how you fellows have been operating all of these years with the laws that you have I don't see how you do the job that you do with the laws that you have And certainly they are in need of re vision. How it is done, and when it is done, I don't know, but certainly your laws in re gard to safety at railroad grade crossings are in need of revision. So we went through, turf we compiled, the laws in each of these sections, taking what we thought might be a representative provision and then underneath it, or follow ing, as we did in Article 2, we made some comments as to where it came from, if there was a specific source, and some alternative provisions for your consideration. I might take one provision that I was looking at this morning under Track Motor Car Equipment no counterpart r About 20 states cover it obvious tion if they , cm occasionally vai a tall light or two tail lights, qnired,. some do device for keepii In the next s< city may, subjt state highway commission, or maximum speed railroad trains v said city. Now' counterpart in The form of ti state commissioi Island statutes, no such sections to administrativ I might say ! experience with a city is a polit and I think we ways that go th to tell cities by cannot dp as a think within tl you should lea agency, of the state, such as County, and oth the maximum a should tell the give the commk cities what they delegates to a < the dties what this sometimes the cities. I w very dose atten the cities what' In some stat this area, as Some leave it i minimum, whic da In Minnest speed on petiti Carolina the rs ordinance speed These commi pointing out th We mention that there is n the Uniform Vehiclj Code, have no such section. They >ly by administrative regularer it at all. Foot distances cy. South Dakota requires reflectors; Virginia requires Often a canopy is not renot require a windshield or jg it dear. xtion, Speed at Crossings, a .ct to the approval of the' commission, public utilities whatever it is called, set a 1 limit for the operation of idthin the corporate limits of the comment is, there is no. the Uniform Vehicle Code. iis section, with' approval by l, is suggested by the Rhode Many states, about 32, have , and maybe it should be left e regulations. something here based on my cities and legislation. Since ical subdivision of the state, found this true with high- rough dties, it is a good idea ' statute what they can and maximum and minimum, I le maximum and minimum, ve it to the administrative particular locations in the in Illinois we have Cook ers, so you may vary within nd minimum. The legislature cities what they can do, or ssion the authority to tell the .can da But if the legislature ximmission the power to tell they may ami may not da does not set too well with ould suggest that you give tion to what you do in tdling they may do and may not da es the commission regulates in Connecticut and Maine, to cities, but set an absolute h Michigan and New York >ta the commission sets , the ion of the city. In North ilroad may appeal from the at any time. arts are for the purpose of e source of these provisions, some alternative: so that as pract your practical k edge of modern suggestions as to Now any of ; pated in drafting legislation is fir it involves the t of many people, finds Criminal working on (ant God, after nine mitte of 21, and 11; on some oi seven drafts wi committee to tht finally arrived a legislature. After we pub did after, we fir to all- the lawy text of the prop make -changes. ' people, would pc forgotten even : You have to g so you can get terested in this the legislature w my estimation, succinct as possil sible to the reg you can go ba agencies and gt can't get legislat it gets oo the h troversial, and y it changed, you'] changed. So foi should keep your point, as we har much'as possible Hera again. Some of the iau and very compr into trouble of into a lot of litig If you keep 1 you are a lot les But this is a mat Fortunately, t Criminal Code \ made 12 amendn how much work . Railroad Section some alternatives, and for your information, so that as practical people; you would use your practical knowledge; and your fawwledge of modern current conditions, to make suggestions as to how tins should be changed. Now any of you who have ever partici pated in drafting legislation know that before legislation is finally submitted to a state, it involves the thinking and the suggestions of many people. When we drafted the Il linois Criminal Code, which I have been working on (and we just finished it, thank God, after nine years), we had a full cornmitte of 21, and a drafting subcommittee of 11; on some of our sections as. many as seven drafts were submitted by the sub committee to the full committee before we finally arrived at what we submitted to the legislature. After we published the Code, which we did after, we finished it, and distributed it to all the lawyers in the state, with the text of the proposed statute, we still had to. make -changes. The lawyers, and practical people, would point out things that we had forgotten even after nine years of work. You have to get a broad, wide distribution so you can get the ideas of- everyone in terested in this field before you can go to the legislature with it, because legislation, in my estimation, should be as short' and succinct as possible, leaving as much as pos sible to the regulations and rules, because you can go bade to your administrative agencies and get these changed, but you can't get legislation changed very often. If it gets on the books, especially if it is con troversial, and you go beck and try and get it changed, you'll find you just can't get it changed. So for that reason, I think you should keep your legislation short and to the point, as we have tried to do, and leave as much' as possible to administrative regulation. Here, again, you fellows work with it Some of the laws we have are very verbose and very comprehensive; and here you run into trouble of interpretation, and you get into a lot of litigation in the courts. If you keep laws short and to the point, you are a lot less liable to get into litigation. But this is a matter of choice. Fortunately, when we finished both the Criminal Code of 1961, the legislature only made 12 amendments. Thus, you can imagine tow much work had gaoe into it, and how many ideas ere had gotten from everyone concerned with it when the legislature would make only 12 amendments. In the Code of Criminal Procedure of 1963, which is much more emotional because it deals with search and seizure and things of that land, we had only 18 amendments, most of them mine. In 1961 we had. one dissenting vote, and in 1963 we lad four dissenting votes in the General Assembly. What I am-saying to you is this, and this comes from experience, that you must get the broadest possible distribution of proposed legislation; you must get ideas of those who are interested. They should study it, then give you their ideas and incorporate them into redrafts, and then you should consider this again. Now, when you get into controversial areas, pretty soon you are going to have to hit a compromise. Everyone can't have his own way. We know that, so you-will have to make compromises here and there. But, only by sitting down and talking things oat can you arrive at compromises, some thing that would be satisfactory to both groups. When it comes to railroad grade crossings you have three groups, the public officials, the railroads, and the motoring public. You have to reconcile all three in terests because sometimes there is conflict What we have done is try to get you off the ground at this, and try to get you something to work with. If we could get your comments on the various drafts and provisions, we will be glad to redraft, or to supplement the comments to show additional ideas in regard to these different sections. As you will notice, the comments now are all directly on state laws. They do not em body any comment that this group thinks so and so, or that group thinks otherwise, and we haven't gone into administrative regula tions either, we have concentrated just on the statutes. So if we can get comments temporal out that on these various sections there are different ideas about them, we could .add these so that on the second time around you amid begin to get down to work.- It doesn't take too long to whip something like this into shape. The biggest job has already been done, except, of course, the need to rermefle the conflicts of interest, and dif ferent views. 9 1 i X 4 1963 National Safety Congress GOVERNMENT'S ROLE CURTAILING GRADE-CROSSIN By JOSEPH H. HAYS General Counsel, Assn, o! Western Rai There is beginning to emerge from a recent investigation conducted by the Interstate Commerce Commission a better understand ing of the role which should be played by the Government in grade-crossing safety. Pro ceedings conducted by the I.GG under its docket number 33440 have brought to light a number of important concepts, some of which are new and some of which are partly so. While collisions between trains and motor vehicles are, numerically, a small part of the over-all highway safety problem, the severity of these accidents and their frightening fa talities, injuries and property loss are so great as to justify special effort to prevent them. From a review of the problem in all of its aspects, it is evident that prospects for improvement lie in two broad fields: First, better enforcement of laws and regulations applying to the drivers of motor vehicles at railway-highway crossings; and, second, the installation of more gTade separation struc tures and automobile protective devices. To begin with, it must be recognized that there would be no collisions between trains and motor vehicles if there were no intersec tions at common grade between highways and railroad tracks. However, as of January 1, 1960, there were 224/47 such intersections in the continental United States. A fair esti mate of the cost of separating all of these crossings is $86,119,119,000. This is more than three times the total capital investment in all the railroad plant Separation of all such crossings would not only be prohibitive in cost but clearly unnecessary. Following the same reasoning, there would be no grade-crossing collisions if all drivers of motor vehicles complied with existing laws and regulations and. under the dictates of ordinary common sense, exercised proper caution at grade crossings. Presumably, autoytic devices are adequate to alert drivers and help them protect themselves from their own folly. However, it is surprising to real ize how many drivers will race the train to the crossing or i already been la kind of behavio On March 21, 1 certain crossing Between that t there were 172 were damaged 1 to the railroad gates during tin average of $8-5^ practice for ma near all crossii extra supply of by reckless drive But here agai doubtful route t practical if not stallation cost oi from about $12,' $22,000 -for gate crossings, there already equippec install automatic 183,060 crossing $1,830,600,000 w only $10,000 eat all such devices $202,000,000 eac! parent that it wc the railroads to automatic prate crossings. Here not necessary ai regardless of wl Where then v of action? The practical of better observ ulations govern the construction separations and Concerning t there are two were revealed b gation. These f; plications. First * * ( T IN G DEATHS ;!ways nm around gates which have wered. An example of this r is' found at Tracy, Calif. .955, gates were placed at a by the Southern Pacific Co. itnc and January 1, 1962, instances when those gates jy motor vehicles. The cost of replacing or repairing it period was $21,151 or an 1 a day. It is now standard ny railroads to keep at or igs protected by gates an such gates so those smashed rs may be promptly replaced n the figures show that this o a perfect condition is imimpossible. The average in: automatic protection ranges 000 for flashing lights up to. s and lights. Of the 224,547 are some 41,487 of them 1 with automatic devices. To : protection at the remaining s would cost a minimum of hen their cost is estimated at A. The cost of maintaining would run to approximately h year. Thus, it is readily apmld be unreasonable to expect install, or even to maintain, .ctive devices at all grade again such a program is rd would not justify its cast to might pay. vould we find a fruitful field answer lies in both the areas anee and enforcement of reging driver behavior and in or installation of more grade protective devices, he matter of enforcement, rather startling facts which y the evidence in the investiicts are eloquent in their im, it was dear that there is virtually no pub! crossing caution genuine effort bj made to obtain doubtedly have t Two or three _ point On August 9, mated near Magi tank truck was approaching trai Commission insp at this very sar of tank trucks h One hundred sevi in a 24-hour pet or 37 per cent, were made. On April 18, was driven into train in Indiana three members o the head end rr Exactly seven d railroad involve* havior at that s period. Of 106 corded, 60 made made "partial" o 26 came to a f again no arrests men at the scent You will all rt near Greeley, Co of an approachir children were ki after a school stopped as it a; the same railroa. boy riding in ti driver, "Train ct driver went any the train missed had the courage the engine era mation at the n that driver was | But that incider people simply w: Time after ti seldom, if ever, to issue traffic t when drivers bn I.C.C inquiry 1 place or area in Railroad Section virtually no public effort to enforce grade* crossing caution; and, conversely, where genuine effort by fleet supervisors had been made to obtain compliance, the results un doubtedly have been worthwhile. Two or three incidents will illustrate the point On August 9, 1960, four men were cre mated near Magellan, Ala., when a gasoline tank truck was driven into the path of an approaching train. Only a few days later Commission inspectors checked the conduct at this very same crossing of the drivers of tank trucks handling petroleum products. One hundred seventy-seven crossed the tracks in a 24-hour period. Of these, 66 of them, or 37 per cent failed to stop. No arrests were made. On April 18, 1962, a propane tank truck was driven into the path of an approaching train in Indiana. In the resultant explosion, three members of the train crew serving on the head end met horrible: death by fire. Exactly seven days after that collision, the railroad involved checked tank truck be havior at that same crossing for a 24-hour period. Of 106 tank trade movements re corded, 60 made no pretext of stopping, 20 made "partial" or "running" stops, and only 26 came to a full stop as required. Here again no arrests were made. The railroad men at the scene had no police power. You will all remember when a school bus near Greeley, Cola was driven into the path of an approaching train and some 20 school children were killed Just one week there after a school bus loaded with children stopped as it approached a crossing over the same railroad at a point in Kansas. A boy riding in the back called out to the driver, "Train coming -- don't ga" But the driver went anyway! By some providence the train missed the bus by inches. The boy had the courage to report the driver and the engine crow turned in the infor mation at the next stop. Within 48 hours that driver was grounded -- I hope forever. But that incident proved again that some people simply will not learn by example.' Time after time inquiry disclosed that seldom, if ever, are police officers available to issue traffic tickets or take other action when drivers brazenly crash crossings. The I.GG inquiry failed to disclose a single place or area in the country where anything like a consistent effort was made to enforce grade-crossing stop laws. This is not neces sarily a criticism of the efforts of police officials. Their inclination has been to con centrate their efforts in policing traffic as it flows along the highway. However, when stop laws may be ignored with impunity there b no wonder these deadly incidents go on. On the other hand, there are refreshing examples of profit from compliance and enforcement The record of the Class I common carrier motor bus industry b out standing. During the four-year period, 1938 to 1961, there were no passengers on such busses killed at grade crossings. Greyhound operated for an 18-year period .(1944 to 1961) without a single passenger fatality. We are all familiar with the simple rule, rigidly enforced, that before a common, carrier bus enters a rail crossing it must stop and the driver must open the door.- A company operating a fleet of tracks in the east hauling propane liquefied gas de tailed an excellent record. From 1943 to the date of the hearing in 1962 it had experienced only one grade-crossing accident In that case there were no fatalities but, even so, the driver was discharged within two hours after the event. In addition to safety educa tion and incentives, the company emphasized its discipline and enforcement Drivers were watched and when one failed to stop at a railroad crossing he was discharged at once. Railroad-owned motor tracking subsidiaries were shown to have excellent records as a result of strict driver supervision. One of these had operated 230 million vehicle miles without a single grade-crossing accident Many other well-run motor carrier com panies have accomplished comparable results. In school bus operation the unique record of the state of New Mexico was fully ex plained. The state supervisor of school bus transportation for that state, J. T. Reece, was justly proud of his 25 years without a single collision between a train and a school bus. Rigid checks and close supervision not only by officials of the department but by state police as wej^ are giveft credit for thb* outstanding accomplishment. In the I.GG hearings, witness after wit ness, particularly rail brotherhood men, asked for,--in fact pleaded for,--stepped up ac tivity by law enforcement offidaj^.to compel 11 1963 National Safety Congress obedience to grade-crossing stop laws and similar regulations. They pointed out that the average motorist is conditioned to ob servance of highway stop signs and traffic lights. He knows he may get a traffic ticket if he fails to stop. But drivers seem to ignore rail cross-bucks and even wig-wagging lights. These witnesses asked that officers be as signed to make crossing checks at frequent intervals, to issue tickets for violations, and to really prosecute. Certainly'this seems to be a reasonable request I think it is apparent that perhaps the first and foremost job to be performed by government is to carry qn an effective and intelligent campaign to enforce and encourage voluntary compliance with the simple reg ulations that would produce grade-crossing safety. At this point I would like to mention an incident which, in itself, is not of such im portance but which affords an example of something that could be done all over the United States. Last December I took part in a conference with a small group of rail road men at Phoenix, Ariz. One of them was a locomotive engineer. We were dis cussing the grade-crossing problem and he told of a particular crossing just outside the city which had caused him many anxious moments. A refinery or a tank farm is situated near by and the crossing is used by a large number of tank trucks. He had observed that rarely did a tank truck stop before entering the railroad crossing and on many occasions, with his whistle screaming, he had missed loaded rigs by inches. The railroad group decided to do some thing about the situation. They called in^he safety supervisor of the state Public Utilities Commission. He checked the crossing and found the reports to be true. Police were stationed there for a few shifts. Violating drivers were given warning tickets and a good "talking to" by the judge. Field men talked with drivers at the loading dock. The local newspapers were asked to help. They carried news items about the enforcement campaign and an editorial on the wisdom of compliance. As a result drivers of these tank trucks have fohned the habit of stop ping at that crossing, and a fateful collision has thus far been avoided. No one sought the discharge of the drivers -- only their compliance with required To get worth identification of 1 ticularly hazardo hides; initiative set in motion thi don of officers oi warnings and, w arrests and pros sible, the cooper operators of mot able that constru who are local to Action of this Id enough frequeue types of motor v of grade-crossin only dangerous i prosecution as w There were nr cussed in the induded highw: Right of Way" to be activated 1 lights activated s better advance s way; reflectorii signs; careful s drivers; and lie* cargo hauled b ever, the main the determinatia responsible for : laws and regula frequent crossin) so the drivers wi be allowed to for Before we lei raent I want to on the grade-era on by the Natia ticularly by its C Traffic Safety a In response to th Commerce Com) pated in the go nished advice am Paul F. Hill, i gave masterful t had a profound In addition, sev> mhtee testified Many railroat of safety and common sense safety was while enforcement requires the crossings which are par tis; identification of the veon the pan of someone to ; necessary action; cooperar officials with power to act; here violations are flagrant, ecution; and wherever pos ition of the press and the or carrier fleets. It is desirictive agitation be by people the community in question, nd needs to be repeated with y to make drivers of all -ehicles realize that violation ig safety measures is. not but may lead tb arrest and elL any aids to enforcement disjeneral investigation. These ly-type "Stop" or "Yield signs; electric traffic lights iy approaching trains; flood vhen rail tracks are in use ; saining signs on the highled cross-buck and other election and supervision of using of drivers where the inherently dangerous. Howand necessary ingredient is n by government and those it, that the already-existing tions will be enforced with g checks and similar .action 11, for their own sake, never `get ive this matter of enforeetake a moment to comment ssing safety program carried nal Safety Council and pariommittee on Motor Vehicle t Railroad Grade Crossings, le invitation of the Interstate nission, the Council partidneral investigation and fur1 information of great value. Assistant General Manager, estimany as a witness which effect upon the proceeding, eral members of this Ccmand were active otherwise. 1 men who were directors representatives of railroad brotherhood grot what the railroa They proved, bej industry surpasse action to promo millions and assij petent men to fi safety at grade a practices they has and reporting **ne ing up with inter action are both ir program and oth together in a ren ucation, inspirati vehicle-train coll: the public undei Life" title. In presuming marks, on the ro crossing safety, 1 added to the "Sig possibly to urge dedicated men fi cany on that pr particularly at tt vigorous plan of the cities and to Committee, and bile dubs, motomanagement, railr school groups, sa enforcement offic and sheriffs, and this needless slau Only a short ti Executives' Assoi railway brotherhi it is composed, campaign to get < mgs safety reguh that group reques road management in the conduct of safety at grade c There are thos< never be able to ddents. Strictly ! but great progrr during their mn consistent police s able to believe tl approached when public and the l As I have poll Railroad Section brotherhood groups told a vivid story of what the railroads are doing in this field They proved, beyond question, that no other industry surpasses the railroads in effective action to promote public safety, spending millions and assigning scores of highly com petent men to full-time duty in promoting safety at grade crossings and elsewhere. The practices they have worked out for observing and reporting "near misses" and then follow ing up with interviews and other appropriate action are both ingenious and effective. This program and other material have been put together in a remarkable symposium for ed ucation, inspiration and action to prevent vehicle-train collisions and is presented to the public under the arresting "Signs of Life" title. In presuming to comment, in these re marks, on the role of government in grade crossing safety, I can suggest nothing to be added to the "Signs of Life" concept except possibly to urge more of the .same These dedicated men from all walks of life who carry on that program need more support, particularly at the local level. I envision a vigorous plan ol action in the states and in the cities and towns, sparked by this "very Committee, and participated in by automo bile dubs, motor carrier groups, railroad management, railroad and truck labor groups, school groups, safety councils, the press, law enforcement officials, state and local police and sheriffs, and others who want to prevent this needless slaughter. Only a short time ago the Railway Labor Executives* Association, speaking for the 21 railway brotherhood organizations of which it is composed, inaugurated a nationwide campaign to get enforcement of grade-cross ings safety regulations. By formal resolution that group requested the cooperation of rail road management, public officials and others in the conduct of an organized effort to get safety at grade crossings. There are those who contend that you will never be able to stop all grade-crossing ac cidents. Strictly speaking, that may be true, but great progress has been made in re ducing their number, even without much consistent police action, and it is only reason able to believe that the zero mark may be approached when that team work by the public and the law men is forthcoming. As I have painted out, the provision and maintenance of grade separations and auto matic protective devices is very expensive. For a period of about 30 years the federal government has helped pay the initial cost of these structures and devices with railroads assessed only for the benefits they receive with a limit on such assessment at 10 per cent However, this policy applies only to installations on the limited mileage of high ways built with federal aid funds. And furthermore, the maintenance of such struc tures and devices continues as an obligation of the railroads. Some states have laws similar to the federal law applicable on state roads but there are only a few of such states and these state laws are generally limited to the cost of separation structures and do not cover automatic devices.. A principal difficulty has been the financing of necessary structures and installations on city streets, local roads and, to some extent, state highways. In the building of roads the desire on the part of the states to match, and thus obtain, federal aid has resulted in the prior construction of main rural roads with not mudi money left over for local roads and the streets of cities and towns. Generally speaking, officials with jurisdic tion over roads in this last category have been without cash to separate grades and to pay for automatic crossing protection, al though some of our worst disasters have oc curred at country crossings. A relatively new concept as to financing of these structures and devices was brought to light in the I.CC hearings and was en dorsed in principle in the proposed report of the examiner. R. B. Thomas, chief en gineer of the Illinois Commerce Commission, testified b the I.CC proceeding to explain a growing program of state participation b the cost of grade-crossing protection. For many years the Illinois Commerce Commission has had rather complete juris diction over railway-highway crossings at common grade. In addition to ordering sepa rations, gates or other devices and apportion ing the cost, this Commission has full power to close crossings it deems to be hazardbus and unnecessary. In one place where a main line railroad ran through the center of the town there were 12 grade crossings and the collisions and casualties were great After a study, eight of these crossings were dosed and the remaining four were equipped with 13 1963 National Safety Congress automatic gates. Since that was done not a single fatality has occurred. The situation in other cities and towns was studied and it was found that effective action was ham pered, if not prevented, by the lack of mu nicipal money to pay for the necessary de vices. In Illinois a comparatively small percent age of the money from gas tax and registra tion fees is allocated to the cities and towns. Since a very- high percentage of motor ve hicle mileage was over these streets and was thus earned on the streets, the Illinois Commerce Commission did not hesitate to recommend to the legislature that a small part of the gas tax revenue be placed in a grade-crossing protective fund so it.might be used to help finance necessary protection on local roads and city streets. The first pro posed act to accomplish that end was passed by the legislature in 1955 but was vetoed by the governor on the insistence of those who wanted to see that such revenue was used exclusively for road construction. However, in the next session, 1957, the bill was again passed, this time by the almost unanimous vote of the legislature, and it was then signed into law. When first created the act set aside $25,000 per month from gas tax receipts to be placed in this special fund. In the following session, 1959, the amount was increased so that there is now available some $600,000 per year to be used to protect with auto matic signals and other devices the most dangerous crossings in the state. The Illinois Commerce Commission has complete power over this fund. It may determine the cross ings to be protected and may use the fund to pay for all or any part of the cost The money may not be used on federal aid roads or state roads. While serious consideration is being given to the assumption by the fund of maintenance cost as well as construction, that responsibility in Illinois is still a burden to be borne by the railroads. Since the adoption of the Illinois act similar acts with somewhat lesser funds have been created in Iowa and Nebraska, and only in 1963 in Wyoming and Minnesota. The Wisconsin legislature $et up a fund in 1949 from which a part of the cost of grade-crossing protection could be paid by the public. That act first provided for only 50 per cent of the cost, but in 1963 the law was chang from sac! legislature less other mg grade be divided Commissu public boc the. divisic tion. Hov after the 1 The re simple am cent broc Signs of when it s "There is no real use of pi traffic ligl pavement the use ol stream of tracks." Similar mony befc parts of t officials. It men and r municipal, press and ment Am ment on tl J. Vinske; report he Commissic in this m< the subjec examiner "* * * j cipients O highway g protection For this maintainin devices is be finance highway t Examim ment the almost evi before the port of cc mous or r ced to allow 70 per cent to be paid i fund. In California this year the : passed an act providing that, un wise agreed, the cost of maintain-crossing protection works should [ by the California Public Service an between, the railroads and the lies affected on the same basis as m of the cost of original construcrever, the bill was pocket-vetoed legislature had adjourned. asoning behind this legislation is i convincing. One of the most' rehures by the Committee in the Life Program puts is accurately ays: is a growing awareness that there difference in principle between the iblic funds to defray the cost of its, traffic ' signs, guard rails and markings and similar devices, and : public funds to protect the same traffic as it goes over railroad statements were made in the testi- ire the I.CC by witnesses from all he country. State and local public tgislators, railroad people for both nanagement, safety council officials, county and state authorities, the others expressed the same senti- d the most important pronounce- le subject was that made by Henry /, I.C.C hearing examiner, in the has proposed for adoption by the an. After hearing all the evidence ast comprehensive investigation of :t which has ever been conducted, Vinskey said: / lighway users are the principal ref the benefits flowing from railjrade separations and from special at rail-highway grade crossings, reason the cost of installing and g such separations and protective a public responsibility and should d with public funds the same as raffic devices." !r Vinskey has thus voiced an arguaverage legislator understands. In ay case where the facts are laid ; state lawmakers the vote in supirrective measures has been unanitearly so. The i apprecs automat pracdca expecte< contribi be mas which used to devices motor folly. I of the i put it v the Con "Rail dlitatia have be remedia mum sa in rail-1 trols ar ing pub just tha which ; system, part of accelera expandi tem." If wi tional s; TH Our feel the progran a railro dustry portanc Railroa' We : grading sending Railroad Section \ ?! lid The magnitude the cost figures for an tern of streets and highways, crisscrossing he appreciable number of new installations of each other at thousands of places, we must, sa automatic devices makes it clear that, as a to an increasing degree, spend what it takes in- practical matter,' the railroads could not be to .insulate each system from the other. The ild expected to bear the burden. A genuine tremendous gain in motor vehicle use and ice contribution to safety at-grade crossings can the need for rapid, .efficient transportation he be made by formulating some means by over both systems makes this imperative. as which public funds may be obtained and. To do the job would take that which seems ic used to build and maintain structures and to -railroad people to be a very great amount ed devices which will automatically protect the of money, yet a sum which would be only is motor vehicle driving public from its own folly. Earl F. Campbell, managing director of the California Traffic Safety Foundation, a small part of the whole highway budget. Being realistic, we know that the only place to turn for the amounts necessary is to the FV1 e- put it very succinctly in his testimony before public treasury. The sooner the funds are 3 i he the Commission when he said: made available and the gates or other protec dy "Rail traffic is a part of the over-all fa tion installed the sooner we may be able to :re cilitation and safety blueprint Large sums reduce $o a minimum the death and destruc have been spent by the railroads in providing tion at grade crossings. i he remedial measures designed to achieve maxi So it becomes clear that the role of gov of mum safety. The public has a major interest ernment in grade-crossing safety encom ad in rail-highway accident controls. These con passes at least two very important ad trols are created for the benefit of the driv projects, namely, an enforcement program, ne ad ing public, and therefore it would seem only consistently followed, to induce compliance ~ just that the public should pay for controls with laws and regulations requiring motor t%. S which are an integral part of the highway vehicles to stop at, or operate with adequate 1: ti system. This would represent only a small care at railway-highway crossings at com- - all part of the total highway cost, but would . mon grade; and, secondly, the appropriation i. lie accelerate the building of safety into our of public funds with which to build and th expanding and urgently needed highway sys maintain an adequate number of grade sep Is, tem." arations and automatic protective devices at he grade crossings in order to further insulate fi If we are to have and to use both a na from each other vehicles moving over-high e tional system of railroads and a national sys- ways and those moving over railways. ry he he ce of THE IMPORTANCE OF SUPERVISORY TRAINING sd. IN THE RAILROAD INDUSTRY il By M. A. NUGENT ia) Supt of Safety, The Southern Pacific C<x, San Francisco rs. nd Our subject of discussion is one that I country with the thought of making better ve feel the most important subject in any safety managers. I have no quarrel with this policy. Id as program. Due to the far flung operation of But, we have thousands of supervisors and a railroad, it applies more to the railroad in officers on the railroads who are not given iS?' dustry thalPany other, and that is the "Im the opportunity of attending universities, portance of Supervisory Training in the although they hold responsible positions in I In Railroad Industry." management. These people are supervising id Pli- We read in various periodicals of up grading railroad officers. Many railroads are sending them to universities throughout the still more thousands of employees. Our dis cussion today is aimed at that group. A pro gram of this kind will pay off in higher morale and fewer accidents. 6C 15 i i (4 1963 National Safety Congress This group is the hardest group to sell on safety and I will attempt to show you some of the reasons why. They are always under pressure to get things done with greater efficiency and less waste and they may feel that they are somewhat over worked--and possibly they are. In their preoccupation to get things done, they may feel that the more pressing mat ters reduce the necessity of carrying an ef fective accident prevention program. It is often a burden to cope with all the matters they must deal with. They give the greatest attention to those matters that seem of im mediate importance, so safety matters wait for an occasion when there is more time. But, all too often, that occasion may never arise. You may not agree, but after 48 years of experience, holding, a variety of jobs in the operating department, I have observed with keen interest the actions of various super visors. I believe the success of any program will depend on the ability of the supervisor to carry the program down to the rank and file employee. Who else is close enough to the worker to do the safety job? The worker considers he works for the super visor, not the higher-ups who are miles away in some glass temple. If the supervisor devotes a few minutes a day checking equip ment and safety practices, he will instill in his men a safety consciousness that only a supervisor can da There is no more effective way of selling safety to railroad employees than through the supervisor. Unless he is imbued with ideas regarding safety, he will never get the safety program off the ground. Safety and morale will always come from the top down, never from the bottom up. As far as the supervisor is concerned; this. must start with top management, but it will only reach the rank and file employee through the su pervisor. Supervisors are the key members of any effective safety program. Tljpir edu cation is of primary importance and will have a decide employees. Proper edu the supervisoi of employees supervisor. I workers to hs have confidec only-be recoj also be recof periors. We s dent preventi apart from ot and parcel ol be done effect or employees You have I supervisor, bt ord." The mi effective metl supervisor to duties. A we) quires of a st in accident p responsibility There are us: namely, t ment to train This group vantages over agement has > eating this gi unless we tato with our peoj management's education. The questii best a superv carried on in can we best d Last year I of the progr Since our trai ratios have co Evaluation of Miller, on pag d effect on the job of training ration will instill confidence in r and build him up in the eyes and -will make him a better f a supervisor expects his ive confidence in him, he must ice in himself. This will not gnized by employees, but will prized by the supervisor's supeak, for convenience, of acdon as if it were somewhat her duties. It is not. It is part F the total job. A job cannot lively if equipment is damaged are injured. teard the saying, "He's a good it he has a bad accident rec ast effective plan .or the most tod of prevention is for the make it a part of his daily I directed safety program rejpervisor a more effective role revention. It is management's to train that supervisor. several questions now before what can be done by managesupervisors? here today has had many ad the on-line supervisor. Mancome a long way toward eduroup. But, this is of no value e it home and make it effective pie. Your attendance here (at expense) is a part of your m before us, today, is how isor training program can be the railroad industry and how !o the job of training. gave some of the highlights am on the Southern Pacific, ining program has started, the ntinually been downward. this program is given by Mr. <e 17. Havin borer, b master ; I feel th accident existeno My fi response when I geles U Throng! juries r that son order. . Pacific s conferee ferences terial u; and cm; correctic see and to issue perform conferen of our interest three-ye our rati program success. In lea Termina the caps two diff in a pos the Sou safety d supervisi all line bulletins housekec analyzin, reportinj participa and enf seeing a Safety this infc tal coni These ir twice a railroad. Railroad Section By D. K. HILLER Asst Sapt. of Safety, The Southern Pacific Co, San Francisco Having worked in such positions as la* borer, boilermaker helper, switchman, yardmaster and then 16 years as a line officer, I feel that I am in a position to evaluate the accident prevention program that is now in existence on the Southern Pacific Railroad. My first experience in assuming complete responsibility for a safety program came when I was superintendent of the Los An geles Union Passenger Terminal' in 1953. Through the large number of persona] in juries recorded, it was definitely apparent that some type of training program was in order. A representative of the Southern Pacific safety department set up a series of conferences with all supervisors. These con ferences were set up on a weekly basis. Ma terial used covered the past injury record and emphasized the causes and means of correction. The supervisor was trained to see and correct unsafe work practices, how to issue orders, how to train employees to perform specific duties, and how to conduct conferences. It became noticeable that most of our supervisors began taking an active interest in the safety program. Within a three-year period, we were able to reduce our ratio from 20.90 to 3.36. The training program was largely responsible for our success. In leaving Los Angeles Union Passenger Terminal, and moving out on-line again in the capacity of assistant superintendent on two different big and busy divisions, I was in a position to see the training program on the Southern Pacific in its infancy. The safety department started to issue periodic supervisor's accident prevention bulletins to all line officers. Material contained in these bulletins included such subjects as good housekeeping, personal protective devices, analyzing accident causes, investigating and reporting of accidents, gaining employee participation, audio-visual aids, safety rules and enforcement, on-the-job training, and seeing and correcting unsafe practices. Safety supervisors, when disseminating this information, conducted interdepartmen tal conferences with all line supervisors. These meetings were held on an average of twice a year all over the Southern Pacific railroad. About 900 officers participated in these conferences. The information .discussed in these meetings,-as well as at quarterly staff meetings, served as a basis for a train ing program. However, with the number of employees bring promoted to officers, this is a never-ending program. Another important procedure we use in training supervisors when revising one of our rule books, or planning some modifica tion in our safety program as it applies to the transportation, mechanical, or mainte nance of way departments, is to arrange for a meeting of a certain number of line offi cers with safety department personnel In the case of rule books, a committee com posed of line officers and safety department personnel sits down and reviews the rules thoroughly, and revises them in the final form for printing. This has been going on for several years now, and we believe it has proven very beneficial in having a line su pervisor feel that he is playing an important part in shaping our safety program. .One of the most important programs of the safety department is the responsibility for selection, control and subsequent use of protective equipment for all departments. These include protection for head, eyes, body, feet and respiratory protection; and clothing for protection against corrosive and toxic substances. The department recom mends purchase and use of such materials as creams and cleaners for protection against occupational diseases such as derma titis. In November 1957 a catalog was issued that contained all approved protective equip ment, and use of anything not stipulated in the catalog is prohibited. Of course; any new equipment receives consideration and replacement is made where warranted. To obtain a uniform understanding all over our railroad, the safety department conducted educational conferences with all supervisors and trained them in the use of protective equipment As new equipment is issued, supervisors are again instructed in its proper use. While it is difficult to deter mine exactly how many personal injuries have been avoided through use of protective equipment we know a substantial reduction has been made, due to the fact that we are 17 -s 4s 4 3 i 4I |i -i t i S i 1963 National Safety Congress not experiencing the number of injuries to heads, eyes, hands and feet as we have in the past In addition, complaints with re gard to respiratory ailments have diminished to a great extent In addition to this type of education, for mal education is offered to a select group of officers and. employees who are seriously considered to have definite management potential. Naturally, they must meet various qualifications such as age, seniority and past educational achievement Each candidate must also demonstrate leadership ability and show signs of positive evidence of making the Southern Pacific a permarient career. In addition to the programs mentioned, safety supervisors are allocated a portion of the railroad which they continually police, assisting line officers to carry on their acci dent prevention program. To gain employee participation, such de vices as picnics, family night meetings, luncheons and dinners are held periodically all over the railroad. With proper planning, we have found these functions very helpful in the establishing and furthering of an awareness of safety. Undoubtedly, we are making, some prog ress in the safety program in that over the last five-year period, we have noticed a de cided downward trend. From every indica tion this progress will continue and should place us in a vfery enviable position as com pared with other Class 1 carriers through out the country- Despite the fact that our ratio is showing a continual decrease, the field of accident prevention is fertile and training of the line supervisors must be con tinued to alleviate the number of fatalities and injuries that are still substantial In continually analyzing the injuries that are being sustained on the railroad, it appears obvious to all of us in the safety department that unsafe work practices and disregard of safety and transportation rules are the major causes of all accidents. We have employed several outside organi zations to come onto our property and make detailed studies of our facilities and work processes. We have spent millions of dollars in making th of which ind eliminate changes, we are still deal emotions, whi an educationa dividual is a v Psychologis all human be havior patten tion and appli challenge to s era Pacific w tional confer acquaint them terns. This w and recognize patterns of tl In our inte staff meetings are emphasiz pects of basic line supervise bility. Such t 1. Learn to and your mir about themsel' 2. Learn to and to small policy, departt 3. Learn to and your min tions, unsafe your departmt 4. Learn to job is teachin specific jobs, others. 5. Learn to of touch, but others are feeli be as good a v 6. Learn evi about the con of your own If you are v the first five w e recommended changes, many uded built-in safety devices to human error. Despite these are cognizant of the fact we ling with human beings and ch must be controlled through 1 program. We realize each intnique being. ts tell us that in spite of this, ings have a definite base bel. In our opinion, the acquisication of this knowledge is the afety in the future. On Southe are planning to hold educamces with supervisors to . with these basic behavior patill enable them to understand changes in the basic behavior lose who work for them, rdepartmental conferences and that we are now planning, we ing several rudimentary asbehavior patterns to make the r more aware of his responsihings will be covered as: listen--keep your ears open id open. Get the men to talk /es and their work. talk effectively to individuals groups about safety, company nent aims, etc see -- keep your eyes open d open. Look for poor condi- practices, ways to improve Ult teach. Much of a supervisor's g others, not only how to do but also how to supervise feel--not to develop a sense rather an ability to feel what ing. Perhaps "empathy" would /ord. erything you can about people, npany policy, about the work and other departments, veil informed on these matters, ill be easy. For ma hamlet ol lOO.yards of the Bt my fond the forerr. tained the foreman i it was a got my fii the sectioi and he to who yet t "Mike" I recall miles by of-way. As the industry : the great vehicle T. no longer with the 1 their car pass. Mar to the us port their This h; lems and in Highw Previct their plac concerned automodv Today, to their j of all the highway Let us problems, vehicle is your emp an outsid like to h let's cons important sideration will not i Railroad Section SAFETY IN HIGHWAY OPERATION By BERTRAM L. WHEAT Safety Dir., Eastern Express, Ine, Terre Haute, Ind. For many years I lived on a farm near the hamlet of Coxville, Indiana. Just less than lOO.yards behind our home ran a branch line of the Baltimore and Ohio railroad. One of my fond memories is my acquaintance with the foreman and the section crew who main tained the right-of-way past our home. The foreman was a large, congenial Irishman, and it was a day of great significance when I got my first ride on a motor car. I remember the section gang foreman's name was "Mike" and he took a great liking to my kid brother, who yet today is known by the nickname of "Mike." I recall that the section crew came many miles by motor car to maintain the rightof-way. As the years have progressed, the railroad industry in essence has taken advantage of the great flexibility of the highway motor vehicle. Today many of these section crews no longer ride many miles on motor cars with the long delays necessitated by removing their car from the track to let train traffic pass. Many railroads today have progressed to the use of automotive vehicles to trans port their maintenance-of-ways crews. This has brought about many new prob lems and brings me to my subject, "Safety in Highway Operation." Previously, when the section crews left their place of domicile, they were primarily concerned with two things: train traffic and automotive traffic at railroad grade crossings. Today, when they traverse our highways to their place of work, they become a part of all the complex problems of our modern highway transportation system. Let us look for a moment at some of these problems. First of all, the operator of the vehicle is an individual who is already in your employment and you cannot select from an outside source the individual you may like to have to operate the vehicle. Thus, let's consider what I think are some of the important factors you should take into con sideration in the selection of the driver. Time will not permit us to go in detail into all the facts, and at best will only permit us to high light some of -the requirements. In some in stances, the driver may be operating the vehicle alone, going out to repair a Diesel unit which is broken down, or he may be going to repair a breakdown in your com munications system, or he may be entrusted with the lives of seyeral of your workmen who are going out to maintain the right-ofway. In most instances driving of your ve hicles is secondary to his primary work. It is secondary, but of prime importance. There fore, what will you look for in assigning a driver to your vehicle? It is an important decision and should not be treated lightly. I believe you should first consider the fol lowing factor: personality of the individual We are interested now in the driver person ality, and it has three parts, according to the Traffic Safety Institute of Northwestern Uni versity: (a) Natural abilities, (b) learned capabilities, and (c) motives and attitudes. His natural abilities a^e those abilities he has to start with, and here we take into consideration his physical condition. His learned capabilities are. those factors he has acquired by study and practice. Motives and attitudes' are what makes him behave the way he does. In selecting this individual to be your driver, let's consider first his natural abilities, and as mentioned, this takes into consideration his physical abilities. We can best learn his physical abilities through the results of a physical examination, to determine, among other things, his version--and we are pri marily interested here in his usable vision, which can be determined by the use of a Keystone telebinocular or the American Opti cal Company's orthorator in the hands of a skilled operator. My experience has proven that the Snellen chart does not always tell us an individual's usable vision. We should determine his depth perception, field of vision, visual acuity of at least 20/20 in each eye, and test for color blindness. He should be given psycho-physical test to determine glare recovery and reaction time. 19 I 1963 National Safely 'Congress His minimum hearing requirements should drives as ! be not less than 10/20 in the better ear lor jyrpriva conversational tones without a hearing aid. van effoi V His natural abilities would also include and attitui the full use of hands, arms, and legs, in neighborhc order to manipulate the controls of a vehicle. done by ch The physical examination should also de termine whether or not the individual who is to operate your vehicles has organic diseases such'as a heart ailment, epilepsy, high blood pressure, or diabetes, which are apt to inter fere with his driving. His learned capabilities can easily be de termined by giving him a test which would cover such subjects as correct driving prac tices, safe driving practices, equipment load ing, and safety rules. A driving test will show the areas in which he needs additional training. The last of our three general classifications consists of motives and attitudes, and as I mentioned before, it determines how the driver behaves and what he does. It deter mines how the driver thinks and feels about a great many things. These factors of person ality are very hard to determine without a great deal of professional training in psy chology. how he ge or not bill turn, whet there is fi he get alon If all the thus far it the second comprehent the trainln hides. As will detent driver will sistance. First anc should coy edge of the driving ted an acddenl The spec lems of yes very thoroi Now, let us see what tools we can use in endeavoring to select the proper individual to operate our vehicle. These are some to which I would give considerable attention: Prospective driver's past record--what has been his performance with your company? What has been his performance record with his previous employers? Has he been a satis factory employee? The things we are looking for here are his ability to perform his work, Afmln, tc should be materials a deal of del through ta ence, has a' will need t< program ft able bookie ering most his reliability, his courtesy to others, and whether or not he has been a troublemaker. Secondly, it would be extremely important to check his traffic and accident record and this can be done through the registrar of motor vehicles of the state in which he is licensed. Perhaps tivities that dustry part highway oj operating a highways, j of interest industry ha Third, police record: this can be checked' through your own private police force through the police department of the city or the sheriff's office of the county in which he It is our dto hdp solv our time, tl lem. It is a resides. Criminal records should be checked. vate enterpi This investigation will many times turn up for the con: X traffic arrests and accidents which have not been reported to the state licensing agency. Our oper. maintain pi It has been said many times that a man done when 20 be lives. I would recommend that .te police force or an investigator, rt to learn more about the motives ies of this individual, check 'the od in which he lives. This can be ecking with neighbors to determine ts along with his family, whether collectors are constantly harrassing her he gets inebriated, whether action in his home life, and how ig in the neighborhood. t information you have ascertained i satisfactory, then we move into area, that being "training," A dve program should be set up for g of drivers to operate their vementioned before, a driving test tine in which areas each particular need the greatest amount of as- l foremost, your training program er safe driving practices, knowli laws, rules of the road, defensive hniques, and what to do in case of :ific training related to the probur industry should also be covered jghly. > explain how a training program set up and what equipment and re needed would require a good ail. The National Safety Council, i Motor Transportation Confervailable most o! the materials you a set up a comprehensive training >r your drivers. They have availts, slides, movies and posters cov* of the subjects I have mentioned. I could relate some of the ac: the regulated motor carrier intidpates in to further safety in >eration. Since the railroads are great number of vehides on the perhaps many of these would be First of all, the motor-carrier s a dvic interest in public safety, dc duty, then, to do what we can e one of the biggest problems of lat being the traffic aeddent prdbJso one of the privileges of pririse to take the lead in activities imon good. atkatf-as yours, requires that we iblic goodwill and this is best the public knows we are doing our very ways saf the same prevenrin bound by mumties Then different mally, w fence of the empk carrier ii in a fish! constant vehicles i Ists. The Ing from the govei tor or re very bes' the reaso industry participa' Affiliat sodatioa Conferee of the 1 carrier li our higi courtesy effort to users. M fields. Fc the regul does to i As m Truddn{ dl of Sa regional, have hel; `i lection' a j widespre 5 Through t motor cs only suj units, bu tion rep is very program through Vehicle mgs. In reports assodatii whatevei Railroad Section our very best to keep the streets and high ways safe. In addition, our employees have the same civic interest as our industry in preventing accidents. Therefore, we are all bound by duty and desire to keep our com munities a safe place in which to live. The'regulated motor carrier is somewhat different from the average industry. Nor mally, what goes cm behind the walls and fence of an industrial plant is confined to the employees and the company. In the motor carrier industry, you might say we operate in a fishbowl. In other words, we are tinder constant observation, as are you when your vehicles are on the highway, by other motor ists. The vehicle ahead, behind, or approach ing from the opposite direction may contain the governor, a state or United States Sena tor or representative, or it may contain your very best customer. I believe this is one of the reasons why the organised motor carrier industry has taken such an active part in participating in safety in highway operation. Affiliated with the American Trucking As sociations, Inc., and the Motor Transport Conference and Commercial Vehicle Sections of the National Safety Council, the motor carrier Industry constantly strives to improve our highway accident frequency, practices courtesy on the highways, and makes every effort to save the life and limb of all its users. Much progress has been made in these fields. For example, let's take a look at what the regulated motor carrier industry presently does to promote highway safety. As mentioned previously, the American Trucking Association and its affiliated Coun cil of Safety Supervisors participate in many regional, state and community activities. They have helped formulate standards for the se lection and training of drivers that are in widespread use throughout the country today. Through the state-affiliated council, many motor carriers operate road patrol cars, not only supervising and observing their own units, but also writing good and bad observa tion reports on other truck drivers. This is very similar to the "near miss" report program the railroad industry participates in through the National Committee on Motor Vehicle Traffic Safety at Rail Grade Cross ings. In the motor carrier industry, these reports are disseminated through the state association to the owners of the vehicles for whatever action may be deemed necessary. Perhaps many of you have heard of the driver-of-the-month program which recog nizes a driver for an. outstanding act of heroism while practicing his professional driving techniques on the highway. Recog nition is also given for long and outstanding years of safe driving. From these monthly drivers is selected the driver-of-the-year, who receives outstanding recognition and has the opportunity of meet ing with the President of the United States. We believe this program helps keep profes sional drivers safe and courteous.' The state and national truck Roadeos are also important factors in contributing to highway safety. The National Fleet Safety Contests, one of which is sponsored by the American Trucking-Association and the other by the National Safety Council, have very vividly demonstrated how accident frequency can .be reduced by those participating, thus making our highways a safer place on which to drive. Until 1961, our industry, through our affili ated national organizations, along with the Junior Jaycces and the Liberty Mutual In surance Company sponsored the Teen-Age Roadeo, thus attempting to stimulate some interest in safe driving on our highways by tiie younger set. Our industry also contributes money and assistance to the Highway Traffic Board of the American Standards Association in at tempting to standardize traffic signs and signals, and also safety features of auto mobiles. It also participates financially and actively in the President's Committee for Traffic Safety and takes an active part in planning regional meetings. Our association contributes $5,000 in schol arships to the American Driver-Education Association. It also participates in the Ameri can Automobile Association's High School Driver Training Committee. The motor carrier industry had done much, through our national association, to assist financially and actively in the national com mittee's efforts on uniform traffic laws and ordinances.and uniform motor vehicle code. You wiU recall that one of the projects of the National Safety Council's Committee on Motor Vehicle Traffic Safety at Railroad Grade Crossings is to attempt to get uni formity of regulations at all rail grade cross- 1963 National Safety Congress ings. I am sure if you travel extensively you are keenly aware of the fact that many states and communities have not yet adopted the uniform motor vehicle code. It becomes quite confusing when the driving rules of one state are directly opposite of another. For example, reckless driving in some states is a minor driving violation while in others conviction can cost you your license. The results of these programs have been encouraging. The 76th Annual Report of the Interstate Commerce Commission to Con gress reports that intercity authorized (com mon and contract) carriers of property with annual revenue of $200,000 or more reveal the following information: the total miles of travel for five years ending with the calendar year of 1961 consisted of 40,212,000,000 miles. This is a 10.3 per cent increase in mileage over the previous five years. The total deaths reported to the Interstate Commerce Com mission by the above-mentioned carriers for the five years ending 1961 showed 1.5 per cent increase over the previous five years. You will note there has been a 10J per cent increase in mileage over the past five years with only 15 per cent increase in the number of fatalities in which trucks were involved. The Interstate Commerce Commission does not get accident reports from private carriers. The results of the National Fleet Safety Contest sponsored by the National Safety Council are even more encouraging. Gov ernor Pyle of the Council has reported the following information as a result of the 1962-63 National Fleet Safety Contest: 2,522 fleets participated in the contest, representing 296,464 vehicles. In all, these vehicles trav elled over 6)4 billion miles during the contest year. The accident rate for this contest year was 12.34 accidents per million miles. This is the lowest accident frequency in the 32-year history of the contest It is a 66 per cent re duction since World War II, when the rate was 36 accidents per million miles. You can readily see the accident frequency has shown, with very few exceptions, a continual down ward trend. How about the average motorist -- the other millions of vehicles presently on our highways. As outlined in the National Safety Council's plan for total mobilization for traffic safety, they are of prime concern to all of us. A report on a study conducted by the Opinion Rese isn't such a tl out of 10 adr per cent of violations rat driving skills aiverage in ol believe the "Safety is fa rident will m parent the eff operation intc met with littl per 100,000,0( been in the ps pie are livinf driving pract niques, wond availability of saved many o: I am a grt mg's statemen cidents is beu tally absent" statement to i beings but mo vehicle on ou: but mentally It is quite e stone-age reac advanced fror our recent v which they ai hour. Yet th< speed of the i human nervou des has not since the hors now, requires for the humar ing to muscle only has hum since the hors* no reason to l the days of H B.C It seems in ease of mani motor vehide, problems, per multitude of t! man mind, rat we are doing a Yet you can : ingly more im 22 arch Corporation revealed there hing as an average driver. Nine tits in this investigation and 100 those with a record of traffic ed themselves above average in and say they are better than teying traffic laws, toa I really average motorist feels that r the other guy--because an aciver happen to him." It is aports to instill safety in highway > these millions of drivers has e success. Sure, our death rate X) is lower today than it has ist, but how many of these peor today because of their safe ices? Improved surgical techer drugs, and the immediate medical aid and hospitals have f these-people's lives. at believer in Charles Kettert that the "greatest cause of acig physically present and menYou can apply this great man's nost activities involving human re especially in driving a motor r highways: physically present absent vident the human body still has rtion in the space age. We have a the horse and buggy days to rnture with the astronauts in ttained almost 18,000 miles an s accurately-measured average reaction of the human eye, the <s system, and the human muschanged by one mflli-second and buggy days. It then, as at least one-fifth of a second i eye to initiate activities leadresponse after stimulation. Not an reaction time not changed and buggy days, but there is >elieve that it has altered since (ammurabi in the 21st century these modem days, with the pulating the controls of the our mind wanders to current sonal problems, and all the lungs that go through the huher than concentrate on what is we drive'down the highway, readily see that it b increasportant to give driving today t your urn are phyi The * its great motorist and the one else as indivi mendous feting v day? teach or They ha by const English lish. Th or Chin they we guages. Are y your ch of a me we do n They al more in mg, and then in accordin the wht laws ant in defei largely them. If a little ' who is ! when as driver, : watch a man all driver, granted operatin To insti to be a operatio ficult te legal dr If W' drivers who ha fallacies our min we won to open only in n: -- Railroad Section your undivided attention. So many times we speed vehicles operated improperly, if we are physically present and mentally absent. could only realize how quickly an accident The National Safety Council concentrates its greatest "effort* bn traffic safety, yet the motorist feels that the signs, the messages - and the safety slogans are meant for some one else rather than for him. What can we, as individuals, do to help eliminate the tre mendous loss of life and the pain and suf fering which occur on our highways each day? Let's start at'home. Most of what we teach our children is taught by.indirection. They habitually leant more by imitation than by conscious instruction. Our children speak English because they hear us speaking Eng can happen. Sudden death is no more graphi cally worded than in Reader's Digest which carried an article entitled "Slow Motion of High Speed," by Edgar A. Walls, IIIj and Carl Wall It was the result of scientific studies hr experts who'test-crashed hundreds of cars to determine new safety features for autos. Let's paraphrase what happens -each tenth of a second when a car going 55 miles an hour crashes into an immobile tree: 1/10--front bumper and chrome "frost ing" of grille collapse. Steel slivers penetrate tree as much as inches. lish. They would speak French or German 2/10--hood buckles and smashes wind or Chinese just as naturally if at the crib shield. Spinning rear wheels leave , ground. they were addressed in one of these lan Grille disintegrates. Fenders bulge at doors. guages. They listen and they imitate. Frame begins to stop momentum of 2j4-ton Are you today setting-a good pattern for your children to observe in your operation of a motor vehicle? They assume that what we do must be right so they do what we da They absorb our attitudes toward life and more important, our attitudes toward driv ing, and if our driving attitudes are poor, then in a great measure they will respond body. Driver continues forward, at original speed and at a force of twenty times gravity. (Hence his body weighs 3200 pounds.) His legs, stiffen against the floor, snap at the knee joints. 3/10--driver's body lunges forward. Steer ing wheel bends to his dead] grip. His head is near the sun visor. accordingly when their time comes to take 4/10--front of car is demolished, but rear the wheel. How they abide by the traffic end still is going 35 miles per hour. -(Imagine, . laws and regulations and how they participate that!) Driver's body still moving 55 miles in defensive driving practices will depend per hour. Motor block wedges into tree. Rear largely on the example you have set for of car ships up against hanging branches them. If you are the'type of driver to cheat of tree.. a little on the speed or if you are the type 5/10--driver's fear-locked hands bend who is like the father of the little girl who,, steering column almost vertical. Force of- when asked in school if her Daddy was a safe gravity impales him on steering wheel shaft, driver, replied "Yes, he sure is--because I puncturing chest and lungs. watch out the back window for the police 6/10--driver's feet are jerked from tightly- man all the time,"--if you are this type of laced shoes. Brake pedal: shears off at the driver, they your children will take for floor. Chassis buckles in center. Body bolts granted these are the standard practices for snap. Driver's head smashes into windshield. operating a motor vehicle on our highways. Rear of car crashes to ground, with spin To instill safety within them and for them to be able to subdue their desire for fast operation on the highway will be a most dif. ficult task when they reach the age of a legal driver. ning wheels churning the dirt 7/10--doors burst, open, tearing hinges. In a final lunge, seat rams forward, administer ing the coup de grace to a body spurting blood from the mouth and with a heart frozen If we could only instill in the. young from shock. drivers today, and for that matter, in those who have ted many years of driving, the It takes just seven-tenths of a second. - j fallacies of speed, the fallacies of letting If we could only realize these dangers, ; our minds drift from our driving, I believe I am sure we would make a greater effort we would have a far safer highway, cm which to give driving our fulltime and undivided to operate almost immediately. If we could attention. only instill the apparent dangers of high Safety in highway operation is of the ut- 23 lafriiray; 1963 National Safety Congress most importance to every user of the high way. I hope you will give some consideration to the responsibility you have of placing the drivers behind the wheels of your vehicles, and that you will take a good look at your own driving j ample for you driven jaf ton plish these, l'i in highway op AS I SEE IT NOW -- DISCU! HOW SAFETY SHOULD BE ! ByH.J. SURLES General Supt of Transportation, Great Northern Rai Before it can be decided whether or not we can do better in railroad safety, we will have to take a quick locdc at where we have been, where we are today, and then deride where and how we might go in our efforts to better our safety performance. In my own lifetime, I have seen a revolution in railway safety, and I am confident I will see even more in the some 17 to 20 years be fore I retire. As I reflect cm my life in railroading, I more and more realize that it is more by accident and chance that 1 am able to be here today after some 32 years of railroad ex perience. In this context, my definition of the term "experience" would be that I was not caught in the booby traps set up by myself and my fellow workmen. When I take into consideration the more than 46 years my father put in as an engineman and trainman, and the some 30 years his father put in primarily as an engineman, under the conditurns of file age in which they worked. I think I was very fortunate to have been bom. I started working long enough ago to be in oa the tall end of the "devil may care" era of railroading, and I have heard much of this period from both my father and grand father. This was an era of rough, tough men, crude equipment, and no protective equipment Production was the oily goal of management, and the man who could disregard the most rules and survive at tained the highest status. Employees were often so encouraged by management They considered the fastest running engineers, and the conductor that could get over the road the quickest, as their best men. They did not care fa railrq|3^fcy the was a common could most spec not survive, be and legends, an ever. These attitudt by the time I s road. Even tods pervisor braggis tacular perform; that some rules complish it Ns attitude in any My first job 15 was in 193% s since I was hire gang in central payroll, because the foreman whi gang. However, the full-fledged extn foreman. What of 29J$ cents pt than a full extra the same size as fought in the sa was a losing bat that summer, I l I did start to les Such as: When spike not the rai car with your fc spike, don't get y bar and the oppo 7A (radices and set a good exr youngsters who will be the sorrow. If we could accomn sure We will have safety eration. SSION OF HANDLED lway, St Paul, Minn. ,ow they did it "You can't : bode and get a- job done" . saying. The employee. Who tacularly break the rules, and same .the subject of songs d in one sense, lived on for ts were not completely gone itarted to work for the railly I occasionally hear a suig up an employee for a specance when it is quite obvious had to go in order to aciturally, we discourage this supervisor or employee. m the railroad at the age of md wasn't really railroading, si as bull cook cm an extra Oregon. I didn't make the I was really working for } had contracted to feed the next year I was hired as a a gang laborer, by the same he got for the going rate tr hour was something less t gang laborer. I was about a creosoted pine tie, and we me weight class. `For me it He. I never won a decision sever even got a draw, but ira some basic safety rules, using a spike maul, hit the L Don't stop a rolling push >ot. When pulling an inside our hand between the dawsite rail Don't sit on a fin ing bas Wear si Thos realize any ve tell me cepted else, tc almost In la crafts and evt in ead was d on-thelarly h it is mi Duri revolut agemen Nation: bracing of life and ot] ago. E j in. our I were t many i many ' In tl merely interfei more a safety recogni but lat aspects managi safety This teachin tools, : properl Most taken most c Tecent For j notbei I tinual their e a very many ; : * Railroad Section ing bar 'when nipping tin. When tamping, wear shoes with soles. Those of you with sufficient experience realize that ! didn't learn these rules through any verbal instructions. Nobody thought to tell me not to do these things. It wasn't ac cepted practice for a foreman, or any one else, to tell'you these things. You learned almost completely by experience. In later years, I worked in several different crafts -- switching, train service, engineering, and even later,, of course, in supervisory jobs in each of these fields. By this time, there was developing a practice of giving some on-the-job training and instruction, particu larly in the train-service crafts, and today it is most prevalent. During these same years there was a very revolutionary change in the attitude of man agement toward safety. As you know, the National Safety Council as it is today, em bracing every phase of safety, in every walk of life, originated in a meeting of railway and other officers in Milwaukee manyyears ago. Embryo safety programs were initiated in. our industry years before such programs were initiated* in other industries, although many industries: now have surpassed us in many ways in formalized safety programs. In the earlier years, such programs were merely tolerated, as long as they did not interfere with production. Over the years, more .and more.managements began to adopt safety programs, probably first because they recognized the economies of such programs, but later, surely, also because of the moral aspects, until today, all of our top railway managements are pushing and enforcing safety programs integrated with production. This has brought about a revolution in teaching methods, design and invention of tools, and the completely safety-engineered properties that we lave today. Most of these revolutionary changes have taken place during oar lifetime. Certainly most of the gains have been made in most recent years. For railroad safety men, .the road has not been an easy one. It has meant a con tinual struggle with their managements to enhance the value of a safety program in their everyday operating procedures. It was a very frustrating struggle for them for many years, and it has only been since the Second World War that safety men have hid more operating transfers for them than they have lad against them,- or at least luke warm for them. Even then, too many man agers were giving lip service but not making their deciders in favor of safety practices. There may be a few. of these managers around today, but ! do not know them. - 'The results of this revolution in our tirces are obvious. In the aborijpnal years of safety, 1905-1909, we averaged 535 trainmen on-duty deaths each year. During the period 1957-1961, we avenged 21 deaths-each year. During the same periods, 248 passengers were killed each year 1905 to 1909, compared to 15 in the period 1957 to 1961. You will note I have mentioned only`fa talities. No mention hat been made of crip pling injuries, nor of disabling injuries. This is because the most complete and -absolute result of a failure in our safety practices is die death of an employee or a passenger. The diseases in our operating practices that result in fatalities are the same as those that result in crippling or disabling injuries. When an incident takes place as a result of an operating failure, it is only a matter of degree whether it will result in a fatality, or a crippling or disabling injury. This, is why it is so important to examine each breakdown in our practices very carefully. -An incident that results in a minor injury today could easily be a fatality or. a crippling injury when it occurs again tomorrow. You have all had the experience of suddenly seem ing to have your safety program bloom. For some reason, unaccountable to you, every thing is going lovely. Incidents are occurring each day, but they are not resulting in lost-time injuries to any extent The statis tical record never looked so good. You realize that this, in part, is the pay off for your safety efforts, but you cannot justifiably believe that suddenly everyone has received the message, and that you are now receiving just rewards for ail of your hard work.- At the end of each month, while this is going on, you receive a letter from tiie boss, complimenting you on the finesafety record. If you are like I was when' I directed'our safety program, you will cringe a little more at each successive com plimentary letter, because you know as I do that the pendulum will swing. Eventually, whether your record is running good or bad,- ! iL11f |i! I 11 - ,g < i 5 i. a 3. : i i j P V V 1963 National Safety Congrcst it will level off to the degree that your safety program has taken hold on your prop erty, to the level that you, have been success ful in establishing your program in the work ing habits of your people. Through all of these periods, feood and bad, you are going to have about the same number of incidents in any given period, mid the number of them is going to adjust almost directly to die degree that'you are successful in: getting your safety program applied on your property. It is in this area we must work in the future, if we are to do better. that we cot calendar ye it once, we This wot have used ployees cat and then g crippling in We did go fatality, bu haven't doc we are got have a real our safety If you add up your accidents that resulted in fatalities and injuries in a given period, and double it to account for' the number of times that something wrong was done cm your property where no one was trapped, you will have defined the scope of endeavor where you can do better- than you are now doing in safety effort The era has passed where we can pcant to fatalities and lost time injuries as our sole criterion of prog ress. We must deal with incidents in our operations that can cause any type of injury. I will now have to mention a word that is much maligned, particularly in the world of safety: statistics. There is nothing wrong with statistics, they are a wonderful thing, actually the perfect tool of safety. However, they are easily abused and misused, and they so often are. One result of this has been that too many people think of statistics as a bad word, rather than a good word. Statistics are, however, an indispensable aid to safety. Only by their proper use can you tell where you have been, where you are, and where you might be. beading in your safety programs. Nevertheless, it should be remembered that they are only a measure. When used as a measure, they can be of the greatest assistance in any safety program. I will never forget the year that we went through II months of the year Without a fatality. We then went through 30 days of December fatality-free. At 4:45 pun.- De cember 31st, at Verendrye, N.P., one of our trainmen was involved in a fatal accident. This was disappointing to us in many ways, both statistically and morally, because we were hoping to be able to show all of our pebple When I safety, I v handful of : teed to bor was to con message tha lor safety-- ency to be only taught Coaseqnet talk to yon: safety as se age railroac supervisor, one small re My atfem as long as injury or a erty, there L We are not well satisfiet As long as ' have work t Furthermt exotic tools simply have better way. management working for Please not injuries we by or contril You know y working for can be worl know that ii done safely, ild work oar-property for one full ar without a fatality. If we did could do it again and ajpin. dd have been a stray we could over and over, to sell our em- the value of pride in their work, o forward to the elimination of juries, and then disabling injuries, more than 12 months without a t not for a calendar year. We ic it yet, but one of these years Ing to do so, and we will then ly fine statistical tool to advance program. was asked to report on railroad ?as tempted, to simply gather a statistics that would have guarane you to death. My. second wish le up with a great inspirational t would fire you up to great deeds -but these messages have a tend* forgotten quickly, and safety is over the long, slow route. ltly, what I have tried to do is as 1 do to our own people--about en through my eyes, as an ayer- 1 supervisor and former safety You will note I have used only ference to statistics. ' pt has been to remind you that there is a fatality, a crippling disabling injury on your props a field where you can do better, competing as baseball managers, i to win our fair share of games, are have one loss in a season, we 0 do. ire, I doubt if we have any new to help us do better. We will to use the tools we have in a Whatever job you have, you are 's best safety tool, and the men you are your tools of safety. x that over.80 per cent of the have in our industry are caused buted to by employee negligence. rour jobs' and the jobs of those you. You know how-these jobs ted safely, and both you and. I 1 you insist on these jobs being we can do better. 1 is !i you ./ No mat bas con ope 1 exp trtt 1 lies and pos di& out tioj offi div fd I visi gle of --a sta mo tra tali ant 8,0 y Wi da crc tWl ont die cot ori 1 thi dh tra *' 1 { CUJ i ha Ratlrdod Section By E. L. GUBRTIN Supt, Canadian Pacific Railway Co, Montreal, Qn&, Canada; There is a saying that "success in a talk was 5& and to the end of September this is like success in love--it all depends on how year, under one--trade up of only two em you grasp the subject".: ployee casualties. . At first glance, the theme, "As I See It Now", appeared most challenging but after mature reflection, I had to conclude that; basically, there is little changed insofar as concents'the precepts of safety in railroad operations. . The essential features that many senior experts taught me 20 years ago stand as true today as they were then. There is no doubting that these are oldstanding safety records and, perhaps,' there might be. some features of our program that might be of interest I can bring no special formula, for i am not a miracle weaker,; nor do. I have any magic wand to wave; but I will say that our approach to safety in my division, is a con stant one, with a' very purposeful grind. ' The question arises as to what my quali fications might be to. discuss this subject, and, I wish to make clear that I am not posing as any land of authority. When I discussed the matter With the chairman of our program, he insisted that the combina tion of my preipous experience as a safety officer and the good safety record of my division warranted the risk of getting a felting; Let-me first give you an insight of my di vision. It 'contains extensive mileage of sin gle track--almost 600 miles, with 17 miles When in safety -work, I used to preach at officers* meetings that the superintendent had to place first dungs first, and, since the very first admonishment that appears in the Uniform Code of Operating Rules, under "general notice", is "Safety is of the first importance in the discharge of duty", ! con stantly emphasired that safety should at-no time be relegated to the background. Hav ing become a line superintendent, I found no hardship in placing first things first be cause of my background and training in safety. of two tracks, operated by signal indication To recognize that axiom is one dung, but --a short piece of GT.C. and another of to do something tangible about ft is some staff system; 125 miles of A.B.S., and al most 475 miles operated by timetable and train order. We have 140 miles .of moun tain territory with its multitude of grades thing else. First and foremost, safety-needs the full support of management, and let me assure you thart we have it in our case, then, this and curves. same attitude must stem down from all high We have commuter trains hauling some officers to each and every supervisor, who 8,000 passengers iinto Montreal daily; a must recognize ami feel his responsibility yearly special event known as the "Quebec and, more important yet, exert his fullest Winter Carnival'* which calls for many spe influence in this respect cial trains and the handling of very large Only through supervision can safety per crowds. We handle :winter port traffic at meate the entire organization. No supervisor two points. We control joint operation in must be left to doubt that this is an.importone terminal with three railroads. We han ' ant part of his job mid that he must condle over 1,900 trains per month, and drat is ' virice'all others likewise. If we don't get the. counting each train as- only' one from its answer through the supervisory staffs, we. originating terminal to its final 'destination. . will not get the answer at alL By tremendous good lack and, I like to- . When the supervisors understand safety think, "a little bit of good management, the ' comes first, they -cannot butVreflect the suf. division has gone 4f months without a single ' pdrifltendent's sincerity. - train accident due-toemployee negligence; -' -il have dealt in generalities. Now, to. get .There are over'J^Otf-employees who ac- dbwn to methods mid practices: cwnmulate more than 3fi' million man First in importance, without a dcrubt,is hours ner vear. ''th* tnnrrthlv mretinir of officers at which 1963 National Safety Congress jor part, safety. It requires determination - --not only tl to tear all supervisory officers away front own departmc their jobs to attend these meetings, but, departments, i barring serious troubles, we do so. On-the- tion to call at job meetings are held at least on a quarterly ever it takes ] basis at terminals,Jnit I must admit that the days are gone when employees were willing to attend meetings on their own time. So, to compensate for this void, and because geography does not give the opportunity for close contact with employees, I try to main Efficiency t safe train ope neither in the ing nor in tl when required tain an open line of communication by means of a monthly personal letter addressed to each employee's residence. This letter deals with any important aspect of our organiza tion, but a good part of it is directed to safety. With the letter goo a copy of our' company's house organ. Spanner, and our In short, tt safety, require and, while t show good fd teamwork;' be he is not run act firmly, but accident prevention bulletin, "On Guard". Expendi to There is a great deal of work and effort in weighed caref the preparation of such a letter, for it has our budget, th to be carefully edited and must have the desired impact. I know that the time is well spent The officer's meetings, employee meetings, and personal letters are supplemented by personal contacts, inspections, and, perhaps the most important of all, an effective sys tem of string and correcting infractions of rules and regulations. must be fount gerous conditi I know ful' how the supei can succeed it his multiple o only be that hi a good safety the multiple da No one will doubt that there is a definite connection between rules observance and accidents, and officers and supervisors must have the guts to correct always. Perhaps I c emphasizing--t proposition--It been said that In this connection, the superintendent cle, if you stoj should assure himself that all supervisors and the penal are familiar with the rules and regulations safety record. SELECTING. TRAINING AND MA SAFETY SUPERVISO By VERNE C. WHITE Director, Supervisory Trainins St Louis, San Francisco Railway Co., St For most individuals there must be a reward in the future (other than pay) for work well done. Knowledge that he has something worth working for motivates man to utilize die energies of the potential within him. In safety, sibility of a pi in management helping mankin and death. 28 hose rules applicable to their xtt. ortrade, but those of other w that they can be in a posi:tention to any violation when>Iacf eating is an integral part of ration and we permit no laxity, programme of efficiency testle taking of corrective actiofl L > operate, with any degree of a a high standard of efficiency he ^superintendent strives to lowship, which is part of good must always remember that ring a popularity contest and : fairly, when, necessary. ires of monies "have to be uUy, but, while living within ere are times when, the means i to correct a faulty or danon. 1 well that one may wonder rintendent of a busy division t these objectives, considering ither duties. My answer can must make time and, in fact, record spells more time to do ily Chores.. an best summarize by again hat--safety is a day-to-day must -be constant--It has "Safety is like riding a bicy? pedalling, you will fall off', ty for relaxation is a poor kNAGING THE R Louis, Mo. , that reward can be the postxnotion to a-higher position or an inner satisfaction at d in the prevention of injury The an in! visor opine more -lobe Icogp promt inga people degree The the Si that i . many the . and m ual, fa at nig isbnild; he rewar Mai future to;m not h which must sonal makiii ences. motiv: media "well The a win certai very i expec in se aehiet date befor tioa promt certai tion - broug raent praisa Ma "full velppi portal and < % p Si Railroad Section j Those railroad companies which - promote iu individual to the position of safety super- visor without thought of management developme&V but as. sin end in itself, must be even more careful in their selection. For a man to be successful as safety supervisor for a long period of time, without the possibUityof promotion, he must have the qtmlity; of finding a satisfying experience in: helping other people without being able to measure any degree of success in advancement-for himself, The success of one.large hardware chain in the St Louis area is built upon the prihdple that in today's business world' there are so . many jobs in which an individual cannot; at the end of a' day, bade away from his work . and measure his progress. That same individual, however, can go to this hardware store at night and buy tools and sized materials to . build a stool or bench. At the end of that day he is able to measure progress and realize a reward for his efforts. Man depends upon past success to build his future successes. In safety work it is difficult to;measure success in the accident that did not happen. If a man takes a position in which success is difficult to measure, then he must be that special breed who receives per- sonal satisfaction from the feeling that he is making progress through satisfying expert- ences. Even this kind of individual can be motivated with a compliment ^from his immediate supervisor, a pat on the back or a ven done. , The best coach in the world cannot produce a winning team unless his material is up to certain standards. Selection techniques are very important in any company if the coach expects to field a winning team. Best results in selection of safety supervisors will be achieved when management comes to approdate and interpret wisely the facts brought before it by testing, interviewing and evaluation. Too often employees are selected and promoted because of their popularity with certain individuals. Tested and proved selection and appraisal techniques should be a brought to bear at all stages of his development to assure current and objective appraisal of progress. Many railroad companies today are moving "full steam ahead" into the problems of developlng better schedules, selling their trainportation services, installation of microwave and computers, etc. without realizing that many of their top men are close to retirement and those on the second team haven't yet been tested in action. How will replacements be selected? How willthty be developed? What do they need to know? Consider for example the railroad superin* tendenk He U concerned with communkadons and signals, with mechanical operation 0{ the locomotives and freight cars, with making schedules and a profit, with labor 1 agreements and with labor, with the public, Rotary dubs, chambers of commerce and people in general. He must be a well-rounded individual with the ability to get work done. through people, to make a profit for his ccmpany and to follow the leadership, of higher executives and at the same time, develop the necessary qualities of leadership that permit him to become a higher executive. From where does such an individual origirate? Superintendents oo many railroads were originally switchmen, brakemen;. fire* men, dispatchers, etc. Is it reasonable to as* sume that such an individual will become well rounded after he becomes a superintendent? Is this the most logical way of developing managerial leadership or should training be given in advance of this promotion? In the long run, technical training alone h ^ ^gh. The railroads must direct themselves to tire broader problem of ena dynamic constant development - of tiieir employes toward the end goal of pro during resourceful, self-starting executives. Leadership involves the problem of influencing adult behavior. It involves the encouragement of people to examine critically the policies ami procedures under which they must function, and the willingness of execulives to initiate, to assume responsibility, or to criticize and suggest changes in current policies and procedures, Leadership stems from self-confidence, Becoming acquainted with the various cornpany executives and having experience in the many departments through safety work helps develop the self-confidence so essential to leadership. Would it not seem reasonable also, that a safety supervisor, with the opporttmlties of entering, ytudying and working with various departments, observing bow other people supervise and are supervised can gain valuable experience as a part of his training for higher management?. This experience provides an excellent supplement to j ! } i .S ;; r j\ 1 J S j i '. |\ 29 1963 National Safety Congress what he learns through his company's formal is "on his owt management development programs. problems and In the Frisco Railroad, many of the top accurately. A 1 executives came through the safety depart is excellent tn ment. In the capacity of safety supervisor visor gets the they gained through experience some of the becomes famili qualities - necessary to becoming a well- dustry; and is' rounded individual. The Frisco safety super agement methc visor speaks at high school meetings and What shouh civic dubs, company safety .meetings and at supervisor who employe group functions. position in ma: His title admits him to the diesel shop, leadership and the communication and signal office, to ride instilled? Firs on freight trains, passenger trains, locals, fact that wot switch engines, into the control tower, test people. The su ing laboratory and into the- general man organize the ac ager's office. His associations are with labor enlist their wh and with top management personnel. While complishment c meeting people from these extremes, he also One of .the mo learns the problems involved in the opera ership is the ab tion of the railroad; problems which arise fidence of othe within the various departments and the peo in their leader, ple who solve these problems. with doubt and No program of development will really parity for teair produce restilts until every supervisor recog A manager n nizes and discharges his personal responsibil employes must ity for developing the people entrusted to leader as a pe his care. The key is greater delegation of management ii authority, coupled with understanding and treatment of u thoughtful handling of subordinates to bring fair hearing or out their good qualities. The great responsi and for person bility on the supervisor is to lead rather than They must beli to drive; to develop rather than stifle. He manner that wil should be aware at all times of a subordi the general wek nate's responsiveness to his views and atti In addition tudes. guidance, a sue The position of safety supervisor is a staff to accept the gt assignment and as such can develop one's in positions of ability to think dearly and to handle people. be eager to sect The typical line supervisor spends most of his others. time dealing with routine matters. The staff One who is man, on the other hand, has a minimum of ment should cet routine and deals with new problems con mind and be - stantly thus providing new opportunities for strong urge to s practice in improving his analytical ability. to handle probl- Also since he lacks authority, he must get new and more results through cooperation and salesmanship. should receive The good staff man requires considerable tasks before hin skill in human relations. A staff assignment get ahead and b thus proves an excellent way to test an ex so, willing to ; X ecutive's real ability. risk that goes w Many line officers are bolstered by experi He must be e ence, surrounded by their staffs and familiar get along easily routines which make them appear better than and tolerant ar they really are. In staff work, an individual should be endo- 30 i" and his ability to deal with people can be appraised quite our of duty in a staff position doing. Here the safety super- overall company viewpoint; iar with all phases of the inindoctrinated in the best manxls. 1 management teach a safety ' h being groomed for a better nagement? What qualities of good management should be t, they should learn the basic i is accomplished through ccessful leader must be able to tivities of those under him and olehearted support in die ac>f work which must be done, st important qualities of kadility to win and retain the conr people. Without confidebce subordinates accept directioo hesitation thus losing the cai work. tust know his job well and the t have confidence in their rson. Employes depend upon I many ways: for a fair rork, recognition of effort, a i grievances, for job security al progress and advancement ieve that he always acts hr. a II contribute to and strengthen fare of the company. to providing leadership and cessful manager must be able lidance and direction of those higher authority. He should ire counsel and guidance from * training for higher manage-tainly be able to make up his decisive. He should have a uxomplish to get things done, ems as they arise and accept : challenging problems. He satisfaction from doing the l He should have ambition to willing to work hard to do accept responsibility and the ithit ^rationally mature and able to r with others, self confident id never stop learning. He wed with a mental curiosity not cryini profiting Assumi the job, ^ maintain The ul accidents, that tins gram. Ho tive goal. How can thing whi "Safetj tioa" as i such a tii when ful perience. the other tions giv< at still be Safety, life itself accidents that safe .after.- The va the fact Safety s< value an ability ur creates at accidents were 20 y infrequer virtues o; Safety ' of view. tarian. T ard fron of dange stalling s belt gua would a design s: velop noi ways, eh The hi the com He b o safe met ence of attitudes fatigue, - cupation: mental o Railroad Section . not crying over his mistakes but constantly, Throughrthc humanitarian approach to ac profiting from any mistakes he makes. cident prevention, safety committees have Assuming the right person is selected for been organized which have had tremendous the job, what kindof philosophy should he effect in reducing accidents. The problem of maintain to best serve the cause of safety? the humanitarian is increased many times in The ultimate goal-of safety is to avoid accidents. Therefore, it might be assumed trying* to get men to use effectively the took and devices designed by the safety enginccr that this is the objective of any safety pro Without a doubt one of the greatest tools gram. However, avoiding acddents'is a nega-- of the humanitarian approach to safetyis the tive goal, it infers "do not have an accident" safety committee when h is active and when How can people be motivated toward some its membership includes workers and officers thing which is negative? as well as the safety supervisor.* An active "Safety" is preferable to "accident preven tion" as a goal for the safety supervisor but safety committee can have tremendous value in keeping safety education in the mind of such a title does not describe a need which, when fulfilled, will create a satisfying ex perience. To have crossed the track to read) the other side does not under ordinary condi tions give one an experience of satisfaction at still bring alive. employes at all times. Their primary function should be tint of developing safe work habits. An active committee can-.brmg-sodal pressure upon the employe who declines to use safety measures and who becomes care less. Safety, like good health and. fresh air or Posters and slogans are. also desirable in life itself is missed only when it is gone. If an effective safety campaign.. Emotional ap- ' accidents were not unpleasant it is doubful . peals- have certain value but it is regarded that safety would be thought of or sought as <mly temporary. If they arouse fear, they .after.- . do more harm than good because a fright The value of .safety, therefore, arises.from the fact that acctdjj^jar^so undesirable. Safety seems to becotBMMning of neutral value and people are unaware of its desir ability until the^acddent has happened. This creates an acute problem in industry, because accidents are much less frequent than they were 20 years ago. As accidents become more ened worker is not a safe worker. A gruesome picture may attract attention but it does not educate a person on safe work habits. Posters showing agony in the face of an injured worker, a pair of bands dripping with blood or the mutilated body of a child are not constructive because they arouse fear and pity more than an education in safe work infrequent, people become less aware of the habits. ..r virtues of safety. The most effective poster is one which Safety may be approached from the point gives a positive message as opposed to telling of view .of the engineer or of the humani people what to da A sign which reads, tarian. The engineer would remove the haz "wet print do. not touch" will have, more ard from work by . changing the operation fingerprints around it than . a sign. which of dangerous machinery,. designing and in reads, "wet print test here." A poster which stalling safety devices, such as cutoff switches, tells you not to have accidents points toward belt guards and fail-safe mechanisms. He a negative goal and not a positive goal. It would attach guards to certain machines, tells you what not - to do and never' prints design safety goggles of better quality, de- . . out how accidents may be avended. The im velop non-slip and non-skid stairways, walk portant thing is to approach safety as an ways, etc. educational problem. It is important to point The humanitarian is more concerned with out safety as a positive goal, something to the correction of human factors in accidents. He is concerned with training men to use strive for and which can be reached because it is -made to seem, desirable and is kept safe methods, to become aware of the pres foremost in people's minds at all times. ence of hazards, to develop safe working Build strong habits into the safety, pro attitudes (attitudes of cooperation), to reduce gram. Safe working methods should become fatigue, to properly select men for their oc habitual with all employes. There are certain cupations and to be concerned with their ways of throwing a switch, specific body pos mental condition. tures, certain ways of dimbing a pole and 31 1963 National Safety Congress applying pressure, of lifting, etc. which are relatively safe. By the same token,^ certain movements are unrelated to the job and ex pose a person to injury. These movements should be eliminated! The proper work methods should be studied and taught to new employes. A posture which allows a man to lose his balance and fall if the wrench slips; holding a hand in line with a cutting edge; standing in soch a position that the head could be bumped if the worker suddenly moved with out thinking; holding the face dose to a grinding wheel from which partides of steel may fly axe examples of movements which should be eliminated from the work pattern. Safe habits should become as much a part of die work pattern as it is to pass 'the pep per along with the salt The wearing of safety goggles must become a part of the' grinding operation and- not an accessory to die operation else it might be forgotten. If it is an accessory to the grinding operation, the operator may then dedde to wear the goggles or not to wear them. He will decide not to wear the goggles if he happens not to have them with him at the time, if the goggles are uncomfortable or if they inter fere with his vision. If it'is a habit, he will automatically put the goggles on. The problem of enforcing safety rules will be redqggd to the extent that safe methods are incorporated into die job as a habit and not tacked on as an extra precaution to be taken. When safe working habits are a part of the work pattern it is unnecessary to warn employes of the impending danger. They re lax with the assurance that their safe habits will automatically make their actions safe. Telling a person not to be absent minded is as ineffective as telling him not to worry. Habits are strong and dependable forces. This becomes apparent if we try to oppose habits. The success of the TV series, "Can did Camera," is built upon the expressions on people's faces when they are unable to cope with a situation through habit, when it becomes necessary for them to think. Suppose a telephone were wired in such a manner that the mouthpiece was on the receiver end and vice versa. There would be a long period of adjustment before a person accustomed him self to picking up the phone and reversing its position between his mouth and his ear. Habits are things but forces win Having: a safety pr involves m safe. Occai ting'force i of die em forces are words, the the desire t ing faster < The safe the superv presses for influence o clearly den injuries in hurrying. Disregart man appeal simply mot example, h> time and t putting die motor and chinery to foreman cr than othert safety suffe safety const look the fat dvated-in a unintentionj Some fee the minds o those who i true; howev motivates m detracts fr safely. Wb often less in which tht the'cause of Perhaps t in safety is motivate pc the safe ap] gests rewan tidpation b safety com: responsibilit; their co-woi opm forces which make us do foolish they can likewise be made into ch make us do safe things. positive goal to work toward in ogram is a very valuable thing. It otnrating employes to want to be aonaHy there is a comter-motiva- shich presents conflict in the mind iplpye. These counter-motivating safety and production, in other desire to be safe on one hand and 0 work to produce more by workin the ether hand. i General Vice Ci 6060 Vice C) ty department promotes safety and isor who is not sold on safety unsafe speed in production. The f hurrying on accidents has been xmstrated in a survey of home which 35 per cent were;due to fing safety precautions makes a to disregard safety. Often he is ivated in another direction. For e may not wear goggles to save rouble of going after them and m on; he may not shut off the remove something from the ma.eliminate an extra act If the ititizes him for doing less work i, he starts to cut comers and rs. To conclude that men art not nous or safety minded is to overa that they might have been momother direction, intentionally or illy. 1 that safety can be impressed on f men by imposing penalties upon tiolate safety rules. This may be er, the use of penalties sometimes en to avoid bring caught and this om the real goal of working ere penalties are involved men are ^operative during the interview : supervisor attempts to determine an accident. he greatest single step to be made to eliminate those forces which ople in any direction other than 3roach to work habits. Hus sugi for safe behavior, employe pareyond die point of serving cm mittecs and the acceptance of y for encouraging safety among deers. Secrete* Quo Assacia Co, Line road Frar Rail Rah Contest Ry. IE G.I 2000 Laii Film a Pad Air Phil 9410 M. Kek RoUroa wau man Ohi Fe st: j Home ] -Rail j Irot 1 We i Yor \ Ten j j Membt ] Ori' i OFFICERS OF THE RAILROAD SECTION NATIONAL SAFETY COUNCIL 1963-64 General Chairman--W. V. Hayes, New York Central System, New York; N.Y. 10017. Vice Chairman--G. R. Huntoon, Chicago, Rock Island &Padfic R.R. Col, Chicago, III 60605. _ Vice Chairman--T.'L. Hildebrand; Soo Line Railroad Co, Minneapolis, Mina 55440., . Secretary and Newsletter Editor--J. R. BannErman, Canadian National Railways, Montreal, Que, Canada. '* . Associate Newsletter Editors--Canada, G. Beldham, Toronto, Hamilton & Buffalo Ry. Ca, Hamilton, Ont, Canada; Southwest, G. R. Knight, St. Loins Southwestern Ry. Lines, Pine Bluff, Ark. 71601; East, W. C. Laxaway, The Delaware & Hudson Rail road Co, Albany, N.Y., 12201; West, M. A Nugent, The Southern Pacific Co., San Francisco, Calif; 94105; Central, A W. Shea, Chicago, Milwaukee, St Paul & Pacific Railroad Co, Chicago, 111. 60606; Southeast, J. W. Thompson, Seaboard Air Line Railroad Co., Richmond, Va. 23213. . Contest and Statistical Committee--G. W. Meredith (Chairman), Norfolk & Western Ry. Co,, Roanoke, Va. 24001; E. G. Husk (Vice CAairaanJ, The Pullman Co., Chicago, 111 60606; J. P. Bond; Sr, The Baltimore & Ohio R.R. Co., Baltimore, Md. 21201; G. E Geity, Bureau of Ry. Economics, Assn, of American Railroads, Washington, D.C. 20006; *R. P. Hamilton, St Louis-San Francisco Ry. Ox, St Louis, Ma 63W1;F, C. Laing, Central ofGeorgiaRy. Co,, Savannah, Ga. 31401. Film and Sound Committee--A W. Shea (Chairman), Chicago, Milwaukee, St Paul & Pacific Railroad Co, Chicago, 111. 60606; J. W. -Thompson (Vice Chaisman), Seaboard Air Line Railroad Co, Richmond, Va. 23213; J. A Boneu.t, The Pennsylvania Railroad, Philadelphia, Pa. 19104; E. L..-Carroll, Southern Pacific Co, San Francisco, CaliL 94105; L. E. King, Southern Ry. System, Southero Ry. Bldg, Washington, D. C 20013; M. A NuffiNT, The Southern Pacific Ca, San Francisco, Calif. 94105; J. C Mac Kenzie, The Alaska Railroad, Anchorage, Alaska 99501. Railroad Highway Traffic Safety Committee--G. M. Dempsey (Chairman), Qucago,,Mi!waukee, St Paul & Pacific Railroad Co, Chicago, III 60606; J. P. Koloc (Vice Char' man), Illinois Central Railroad, Chicago, III 60605; R. W. Cassidy, The Chesapeake and Ohio Ry. Co, Huntington, W. Va. 25718; O. R. Hahmit, Atchison, Topeka & Santa Fe Ry, Chicago, 111. 60604; H. A Hopkins, Missouri. Pacific Lines--T. & P. Ry, St Louis, Mo. 63101; H. E. Shaughnessey, Erie-Lackawanna Railroad Co, Qeveland, Home and Off-The-Job Safety Committee--]. T. Andrew (Chairman), Great Northern 'Railway, St Paul Minn. 55101; J. L Rohweder (Vice Chairman), Duluth, Missabe & Iron Range Ry. Co, Proctor, Minn. 55810; P. W. Ackesmanh, Denver & Rio Grande Western Railroad Co, Rio Grande Bldg, Denver, Cola 80201; E. H. Blewer, New York Central System, Qeveland, Ohio 44113; P. M. Britt, Qinchfield Railroad, Erwin, Torn. 37650; *R. P. Hamilton, St Louis-San Francisco Ry. Co, St Lotus, Ma 63101. jr Membership Committee--D. F. Gippord (Chairman), Chicago Great Western Railroad Co, Oelwein, Iowa 50662; O. W. Smith (Vice Chairman), Grand Trunk Western R.R. Co, 33 MabOIJMeMi Detroit, Midi. 48226; R. W. Bowman, Bessemer & Pa. 16125; W. 0. Cottingham, Western Maryland F F. R. Ellis, Reading Co, Reading, Pa. 19601; J. E, Quincy RJL Co., Chicago, HI. 60606; V. E. SMITH, Louis, Mo. 63103; D. K. Owen, Kansas Gty Southt Nmiwtm and Elections Committee--*U. P, Russel Railway Co, Montreal, Que, Canada; *H. C. Daulu ville & Nashville Railroad Co, Louisville, Ky. 40201; Line Railroad Co, Jacksonville, Fla. 32202. Program Committee*-G. R. Huntoon (Chairman), Chic Co, Chicago, I1L 60605; T. L. Hildebrand (Vice Cl Minneapolis 40, Minn. 55440; A. E. Duncan, The Che Rapids, Mich. 49502; O. R. Hammit, Atchison, Tope 60604; H. A. Hm, Richmond, Fredericksburg & P Va. 23220; *J. Lloyd, Jersey Central Lines, Jersey Peoria and Pekin Union Railway Co, Peoria, I1L 61611. Planning and Publications Committee--W. C. Lasawa1 Hudson Railroad Co, Albany, N.Y. 12201. Posters--L E. Wall (Vice Chairman), Illinois Central Rj Dyer, Kentucky & Indiana Terminal Railroad Co, Lot St. Louis Southwestern Ry. Lines, Pine Bluff, Ark. 71( Burlington, & Quincy R.R. Co, Ottumwa, Iowa 5250 & Youngstown Railway Co, Akron, Ohio 44308; S. Haven & Hartford R.R. Co,' New Haven, Conn. 065* minal RJL Co, St Louis, Mo. 63101. Publications--L. C McDowell (Vice Chairman), Chicag 111. 60606; J. G. Beldham, Toronto, Hamilton & I Canada; G A. Bike, Missouri-Kansas*Texas Lines Mitchell, Motion Railroad, Lafayette, lnd. 47901; F. Omaha, Nebr. 68102; R. M. Downes, Duluth, Missab Minn. 55810; C E. Garcelon, Bangor & Aroostook R Planning--R. C Lindquist (Vice Chairman), Northern 55101; -W. R. Brown, The New York, Chicago & St 44101; Raymond Davis, New York Gty Transit i H. A. Hill, Richmond, Fredericksburg & Potomac R; R. A. Newton, Belt Ry. Co. of Chicago, Chicago, York, Susquehanna & Western R.R. Co, Paterson, N.J. Staff Representative--L. W. Dutton, National Safety Chicago, 111. 60611. mma Lake Erie Railroad, Greenville, ly. Co, Hagerstown, Md. 21740; Siaven, Chicago, Burlington & Terminal Railroad Asm. of St in lines, Shreveport, La. 71101. 1 j21 i (Owtrown), Canadian Pacific dn (Vice Chairman), The Louis- *G. C Stsomsoe, Atlantic Coast ago. Rock Island & Pacific R.R. lairman). Soo line Railroad Co., sapeake and Ohio Ry. Co, Grand ka & Santa Fe Ry., Chicago, IU. otomac Railroad Co, Richmond, City, NJ. 07302; L. R. Tilly, v (Ckimm), The Delaware & liiroad, Chicago, III. 60605; G. M. lisville, Ky. 40212; G. R. Knight, 501; Ross S. Van Ness, Chicago, 1; T. E. Wigley, Aknon, Canton E. Cavauesu, New York, New 36; J. P. Donahue, Illinois Ter- o & North Western Ry., Chicago, luffalo Ry. Co., Hamilton, Ont, , Denison, Texas 75020; W. N. B. Lewis, Union Pacific Railroad, e & Iron Range Ry. Co., Proctor, .R. Co., Bangor, Maine 04401. Pacific Ry. Co, St. Paul, Minn. . Louis R.R. Co, Cleveland, Ohio Authority, Brooklyn, N.Y. 11201; ulroad .Ox, Richmond, Va. 23220; 111. 60638; W. J. Murphy, New 07501. Council, 425 N. Midiigan Ave., ! N A Tl  < PLAN NOW TO ATTEND THE NATIONAL SAFETY CONGRESS OCTOBER 26*29,1964/CONRAD HILTON HOTEL, CHICAGO I. 1965r, o, The Congress is always a big week, a worthwhile week for the 10,000 safety people who attend. At the '64 Congress you can meet other safety people, with the same problems and responsibilities as yourself. You can exchange vietis and Ideas on accident proven* tion, health, hygiene, and fire prevention... on safety 0, in industry, traffic, school, at home and on tha farm. t., I You can see the largest of ail safety equipment exhibits d, at the Congress... an opportunity foryou to make well* 1967r, informed buying decisions for your company. This four*day educational program, planned and pro* n. sented by the National Safety Council, can be your most io thought*provoking, most worthwhile safety experience i; in 1964. 1968); w Make plans early to attend the 1964 Congress and bring the. other people In your organization who have safety responsibilities. E-. r 1NATIONAL SAFETY COUNCIL 1963 National Sefity Congreu SCHOOL BUSES IN TODAY'S RURAL PROBLEMS By CAPTAIN DONALD B. OA Commanding Officer, Safety 4 Traffic Bureau, Ml . But Lansing, Midi. It las often been said that the school bus caries oar most pterions cargo. Yet, all too frequently rids precious cargo fails to receive the special handling and consider ation it deserves. We believe progress is being made in improving the efficiency and safety of school bns transportation in Michi gan, and I trust rids also is happening throughout the nation. In aqy event, my knowledge of the prob lem is based cn what has happened in Michi gan, and my comments will draw heavily on this experience. School bus transportation is big business. During the 1962-63 school year in our state, 536,000 children were transported daily in 7,200 school buses, which traveled a total of 68,000,000 miles. School bus transportation also is growing rapidly, more than twice as fast as vehicle transportation generally. Between 1953 and 1962, the number of pupils transported drily increased 60 per cent, die number of buses increased 64 per cent, and total annual bus mileage, increased'62 per cent Between the same years, total vehicle registration in creased'25 per cent while total travel mile age was up 31 per cent Many factors are contributing to the sharp increase in school bus transportation, Includ ing. the growth in the school population, the trend toward suburban living, and the trend toward consolidation of schools. Despite all the effort in Michigan to im prove our school bus transportation system, school bus accidents (except those resulting in death or injury to children before board ing or after alighting from school buses) have shown greater percentage increases be tween 1953 and 1962 than the exposure fac tors previously mentioned. Rural accidents in which school buses were physically involved increased 204 per cent; "other associated type" accidents (those directly or indirectly influenced by the stop ping of school bus, but school bus not physi cally involved; the "associate which chfldrer boarding or a creased 43 per increased 135 ] During1962 and 346 injui and associated in which sdu volved, 12 "a; 217 "other ass dition, there v which school I in urban areas. Taken .at fai and total recoi be kept in mil crease much miles of travt sume that the dents in Michi along with d for all acride and longer. ^ quite anumbei are never repc Nevertheless miles of travc cidents in whk involved, appe with accident of motor vehic rate per 1,000, operations rep Council in 1961 Whether the we believe it there is still i and it will re< operation by a school bus tra; be held to reas> Such a prog board, the sch ing transported TRAFFIC-- *' > TB8 !cMg*n State Police, ) increasedlOI per cent; and d type" accidents (those in i were injured or lolled before iter alibiing from but) de cent AHthree types combined percent ! there utere two persons killed ' ltd in 544 rural school bus . type accidents--325 accidents xl bases were physically inssodated type" accidents/ and oaated type" adridents.dnadvere 121 reported,acd&nta in buses woe physically involved re value, the above percentages rd look bad. HoweVer.itmnst ad that accidents normally infaster than the increase in l it also is reasonable to asreporting of schooHnu acdgan has improved substantially te improved, reporting ratios ots daring the past 10 years fet, there are still probably; r of school bus acddeatswMch ated to ourdepaxtment , the rate per l,O0O,OOO veMde >1 of 6.6 for all reported ao>: h school buses were physically ars relatively good' compared mileage rates for other types le transportation. The accident 000 vehicle miles for all fleet orting to the National Safety 1 was 13.0. s record is good or bad (and is relatively good), we know much room for improvement, juire increased effort and co ll who should have a part in asportation if accidents are to tumble minimums. jram includes the local school ool bus driver, the pupils be1 and their parents, local police, included, contribute transport tobemos For-yi special st andftoh things.' 'One os that for are caust failures: such acc bygreate public, sc transport we are; i uting fai reported For ex by anbth way to stopped i law bea Also, thi jtired do the road opposite die schc childrenway to 1 buses ha are strut j Other * | directly j lung of : three so ! least ten Our i take intc are tmpi things It ists shot action tt ity of i of the li without safety a School Transportation Section local street and county road officials, various state agencies--department of public instruc tion, state universities Mate highway deport ment, state police, department of state, pubHc servlce cbnanlagloi^ state safety crmniftrira, --the state legislature and'the general puhBc. Perhaps I missed others which should be induded, but thdse named^an .can make a contribution to efBdart andsafe school tea transportaticn,;and must for spchaprogiam to be most-effective. For years, die state police have made special studies of rural' school bus accidents, andfrtxh these stutfleswe have learned many things.'1 r . cation and before the but has stopped; a child stay suddenly'decide to cross toe . roadway when toe bus pdls away after letting him off; and a child may dhrii bade into toe road way to retrieve a dropped'boob or pendL These are onfy a few of the maty unex pected actions of children.: Likewise; year after year our. reports in dicate that neither bus drivers nor children should ever take for granted that drivers of other vehicles will stop from eitoer dlrectioa as required by fair when! buses'.are stopped to load or unload passengers. There are many reasons why this is trite,'and a few of toese are given to illustrate tois-statement: One of the things we haw learned is a. Some"motorists drive too fast 'to mike that for the most part, school bus accidents the required stop. are caused bythe; same old mistakes and . b. Occasionally brakes are defective and failures year after year, and that most of toe vehicle cannot be stopped soon enough sudi accidents could have been prevented to avoid striking a child.: 5y greater care on the part of .toe motoring public; stood bus drivers, the chtidrenbring transported) and torir parents. iNeverthdesv we are gratified that' some of'toe contrib uting factors ' in toese accidents are bong reported less -frequently than-in toe past: c. Too frequently motorists fail to see the bus iu time because of uatteitiem,.,preoc cupation, or distraction, bring blinded mo- mentariiy by the sun or because trucks or other vehicles block thrir view of toe stopped bos. : For.exainple, only one child has been Id&ed by another vehide.'when crossing toe road way to board or after allgbtoig; from a stdppeff school bus since our' two-yiay stop law became effective September 13, 1958. Alto, there has nbt been a single child In jured during toe'past three years crossing the road to get to his parent's carcnthe opposite side after toe childaBghted from ' d. Others drive when they are physically impaired--extremely fatigued, .under, toe ihfioencc of alcoholic beverage^ emotionally disturbed or handicapped m' some other manner. e. A small percentage,^.motorists drive in a reckless manner witoupe'regard for the safety of others.. toe school bus. Other acriifctrts involving Seme of tiie hazards referred towhich children-being hnrt when crossing toe road result from the actions of other drivers can way to board: or-after.alighting fromstood be minimizedif school bus drivers will: buses have been reduced, and fearer children are strode-crossing; from.toe rear of the bus. Other "associated type" accidents '(those directly or indirectly influenced by toe Stop ping of school buses) also.have ban reduced tome successive years after increasing for at least ten successive years, 1950-59. 1. Give timely and adequate signals to warn otiiers that the sdiooi bus u abc^ to stop for ddidren to: board dr alight'and oontiuoe operation of flashers while such action is taking place. (School bos drivers in Michigan are required by law to actuate flashing red signals on. the front ami rear Our reports indicate that motorists must of school bus whenever, but only whenever, take Into account that the actions of children such vehicle is stopped or about to stop are unpredictable and that they may do toe for toe purpose of receiving or- discharging things least expected This means that motor ists should be prepared to take any necessary action to ave. an accident when in the vicin ity of a bus as well as obeying toe letter school children.) 2. Make certain that flashing lights are adequate and properly maintained. . of toe law. A child may dash across the nod 3. Stop bus only where it can be Men without looking1 ami Heedless of Us own for a dfctanceofat least 500 feet by ap safety as the bns approaches the pick-up Jo- proaching or overtaking driven. 73 . ' *'**' > 4. Stop bus off paved or main traveled school bust part of highway whosever possible at the school bus time children are being picked up or dis have bean charged from bus outside of cities'and vil yfls. Oth lages. On any limited-access highway, do not tms type c stop, park or leave the bus standing; at the same i tended or unattended, except in an emergency accidents. or mechanical difficulty. There w 5. Signal to children when the way is drivers of dear for them to cross the roadway after in the 325 i making certain it is safe. Bus drivers and school bus school officials should arrange for assistance for drivers by school bus safety patrols whenever nec 1961, school essary and feasible. siderably f 6. Require children crossing roadway after violations i bring discharged from bus to do so only vehicles ac from in front of bus as required by law. smaller per 7. Insist that children walk (not run) The mos across roadway. 8. Never proceed with bus until children have crossed roadway safely. A child left stranded may run into roadway and be partially hidden from other motorists by the bus as it moves forward. 9. fMake certain that no child remains hidden in front of the bus before moving forward. This precaution cannot be too strongly emphasized because two children were Idlled in this manner daring the past two years, one in 1961 and one in 1962. A mirror is now required on die front of buses to aid bus drivers in seeing children im mediately in front of the bus, but regard less of mirrors, bus drivers should not pro ceed until they are absolutely sure the way bus drivers eluded fail following t 18; improp center, 11. cent of tin following t right-of-wa and driving Most of sions betwe 89 per an iline with trains; one other objo chided 20 non-collisiot is dear. One-third Parents can help assure the safety of their children by making certain they are aware of potential hazards when crossing the road collisions in and one ca cent, of the way; by teaching them never to cross the Less than roadway without stopping, looking and mak of the phyi ing certain the way is safe; and by insisting accidents oc that children cooperate with school bus while slight drivers. They also can help by not parking or 76 per ce their cars on the opposite side of the road January s when they stop to pick up their children. such aedda In 1962 there were 325 -rural accidents, in usual the ac Michigan in which school buses were physi in the hours cally involved: one fatal, 77 injury ami 247 between 3 ] property damage. These accidents caused one single hour child pedestrian death and 173 injuries. One phasi X Unfortunately, some school bus drivers gram in Mil still violate die law and are wholly or dividends, _a partially responsible for accidents in which action wind 74 sare,physically involved despite driver education programswhich carried out in Michigan for many er drivers likewise contribute to >f accident by their violations in my as they contribute to other ere 323 violations reported for school buses and other vehicles undents: 156, or 48 per cent,{dr drivers; and 162;' or 52 per cent of other vehicles. Compared with 1 bus drivers accounted'for^a.congreater percentage of the total reported, while drivers of other recanted for a* correspondingly centage. t common violations for school (77 per cent of the total) in ure to yield ri^ht-of-vay, 58; do closely, 19; excessive speed, er turns, 14;. and driving left of Those for other drivers (81 per dr total) included speeding, 48; oo closely, 27; failing to yield y, 25; improper overfaking, 20; left of center, 16. _ the 325 accidents involved collien two or more vehicles--288, or L Other type collisions included pedestrians; two with railroad with fixed object; and two with rts. Non-coUision accidents in- ran-off-road; and three "other" t type. , or 60, of the non-intersectional volved cute car stopped in traffic;, r was parked in 30, or 16 per non-intersectional accidents. one cart of four, or 24 per cent, dcaUy involved rural school bus xurred oh the. trunkline system, ly more than three out of four, nt, occurred on other rural roads, vas by far the worst month for its in Michigan in 1962; and .as cidents were heavily concentrated ; between 7 am. and 9 m, and im. and 5 pm, with the worst between 3 pm. and 4 pm : of our school bus safety prochigan appears to be paying good nd the phase I refer to is tiie i-has been taken to reduce the 1 number < crossing after alig In 196 type" ao injury tt third sue y killed by way befc a school ported wi number a type of a previous] killed in since the caineeffc In 10c the child front of dents the front of to be op these .10 ported at Children other twt board a was still road aft< the latta turned ol forward. Strikin bus from dents, an five. Some < failure b children left bus; ing with talking v of stoppii foiled to until he ' didn't km although erating. . sons giv( previous how driv dents in s "Other gan wen School Transportation Section number of accidents happening to children crossing the roadway to board the bus or after alighting from it have been reduced during the past :toree: years, 1960-62^ as previously reported. . These are the accidents'which'happen when' In 1962 there -were 12 such "associated a vehicle is slowing or stopped for a stopped type" accidents in Michigan whkh caused school bus. and is struck in toe rear by. a injury to 12 children.: That year was die following vehicle; or sudV vehicle takes to toe third successive year- in which no child was ditch to avoid striking other stopped Vehicles killed by another vehicle crossingtheroad- or a stopped bus. Sometimes ton inflowing way before boarding or after alighting front* vehicle becomes involved in a head-bb col a school bus, and the 12 such accidents re lision when it crashes into a vehicle from ported were three less than in 1961--the same the opposite direction attempting,to avoid; number as in 1959, the.previous. low for fins the stopped bus. Frequently these accidents type of accident in at least 13 years. And as, result in several vehicles bong involved, previously reported; only one child has been with one being pushed into the other. killed in this type accident by another vehicle since the two-way stop Jaw in Michigan be came effective September 13.1958. A study wf a sampling of these accidents indicates that excessive speed and following too closely are the two most common viola In 10 of the 12 "associated type" accidents tions, and reports also indicate that inatten the child was struck when crossing from in tion is an important contributing factor. front of the bus, and in four of these acci Drivers involved in such accidents report dents the child was reported to have run in that their view of the school bus was front of the bus. Flashers were reported blocked by a truck or other vehicle already to be operating on school buses in eight of stopped; attention was distracted by somethese 10 accidents; noinfonnatkn was re tiling inside or outside of car; must have ported on flasher operation for two buses. gone to sleep; forgot that stop was required Children also ran into the roadway in the from both directions; school bus was not other two accidents, one to cross the road to operating flashing red lights or failed to board a bus which had its flashers on but give warning in time; etc. was still moving, the other to cross toe In Michigan, school buses are required to road after being let off from toe bus; In pull off paved or mam traveled part of toe the fatter case, the driver of the bus had road whenever possible when stopping for turned off toe flashers and started to move children to board or alight This practice, we forward. believe, tends to prevent rear-endcollisions, Striking vehicles were passing toe school but there are those who disagree and we bus from toe rear in seven of the 12 acci have no definite proof to support our belief. dents, and from toe opposite direction in In fact, because toe wording of our law was five. not dear, our attorney general ruled that Some of toe reasons given by drivers for failure to stop in tone to avoid striking children included: thought children had aU left bus; failed to see flashing lights; talkr ing with passenger and faffed to see bus; talking with girl friend and did:not think of stopping; was looking for ah address aid failed to see. red flashing lights, or child buses should stop on the traveled part of the roadway when stopping for chffdrim, but toe wording has since been changed and buses again must stop off the traveled part of toe Tradway when possible. Required, flashing red lights at front and rear of bus also may have contributed to the reduction in. our. "other associated type" accidents, " , until he was only a few feet ahead, of car; Reported violations and other reasons, didn't know he was required to stop for bus given for becoming involved in "other asso although driver saw bus with flashers op- ciated type" accidents emphasizes the im eratotg. Add these to toe many other rea portance of school.bus drivers malting cer sons given for not stopping for buses: in tain it is safe before stomng, stopping or previous reports, nd it .is easy to understand starting school buses, and giving adequate how driver failure contributes to such acd- advance notice "to other drivers of such ac- dents in so many instances. tions by using flashers properly. "Other associated type" accidents in Michi- Most of the elements outlined as bring gan were up for .10 successive years hit required parts of an efficient and safe school 75 \ * * 1963 National Safety Congress bos operation are bong carried ootin Michi gan, at to a limited extent, and an ex cellent job is bring done with respect to seme phases, of the program.For example, many local school districts:do an .exotBent job of hiring, training and supervising their school bus drivers, then provide these driven with good braes, and see that they are prop- erly maintained. The Department of Public Instructiofl fi nances a'substantial part of the cost for the operation of school bases (more than .60 per cent) as provided by few; supervises and finances the carrying out of a school bus driver education program by six foiltime instructors ami oae part-time instructor, in four different universities; cooperates in a state-wide school bus inspection program; and prescribes the rules and regulations for operation of school buses. During the 1962-63 school year, neply 5000 (4,934) school bus drivers were given the special training course developed and carried out by the Department of Public In struction. Many of these drivers, and others also, have taken die training courses of pre vious years, and at die present time five different courses of instruction have been developed for this special training. Informa tion on this phase of die program is included m the "Michigan Pupil Transportation Handbook" developed by die Department of Public Instruction. Our legislature has enacted the laws con sidered necessary for efficient and safe school bra operation, patterned quite closely after those recommended in die Uniform Vehicle Code. These include: a two-way stop requirement; maximum speed of 50 miles per hour; definition of a school bus; laws relating to color, safety glass, emer gency doors, fire extinguishers, identification, flashers and mirrors; laws relating to use of flashers and stopping location; add laws re lating to those who can lawfully drive a school bra. ' The state police enforce the few requiring vehicles to stop for stopped school buses (they averaged 1,140 arrests for this viola tion during the past four years), and other laws relating to the safe operation of school buses. Members of the department cooperate in the school bus driver education programs, and for years'our department inspected all rural public school buses in Michigan, in cooperation ^ Instruction.' continued at of maiqwwei of tiie local `Since die requirement i mient hai do including die 000 leaflets < previously i made- special accidents dm formation < been? widely cation progra ing the gene school bra a teristics of members of help plan the special hazar The state the legend a ping for sue and load hi quests for s authorities, s tennises the as the occasi The railro ice Connnis traffic contn railroad era unit can havt bra safety at In the fim responsibility precious car driver once .1 bus. He mu.< safe operatic general trafi cifically to ti must'be phy character ; a skillfully ao ditioas. He i and make a other driven better school and can cos enee. I have ern siderationj I h '3 sith fee Department of Public rhe latter activity has been dis-. tiw present time because of lack , and-is now the responribitity school districts. ' enactmentofthe two-way stop nMichiganin 1958,curdepart- ne nmdt .to publicize this :law, distribution of more than 200,-- explaining the ;new law, and as reported,- our: department;. has ( studies of rnral Oscbool bus ing the past 10.years.-The Jn- sdosed from these studies has used in school bus driver edu- ims-and as a bass for acquaint ed motoring public concerning cadent hazards, and the charac- such ,cadents. Upcp request, this department investigate and safest schoolbns routes where ds exist. , / - ' ' ' highway department prescribes n school buses relating to stop* h vriudes. lt also checks speed mtations on ' bridges when reaidi action are made by local ind- the highway department de*T need for special traffic controls on demands. : > ' ad division of the Public Sewrion 'determines when special )ls are required for safety at wings, and the .actions of this : an important bearing on school ; particular railroad crossings. S il analysis, a great deal of the ' for the: safety of our most go falls upon rite school bus he gets behind die wheel of the st be sure the school bus is in ig condition; he most know the ic laws and those relating spere operation of school bioes; he sically fit; of good sound moral nd know how to handle his. bus cording to. changing traffic conmust be constantly cm the alert, llowances for the mistakes of s at all times. He also will be a 1 bus driver if he loves children omand their respect and obedi- . ` imcrated some of die many conconrider vital for the operation of an effid tation-syst stress7 that full-cooper stint mods supervirion V In so fa school fit)S( for instilli those, offer Full advan virion, tin! with'an inc to have'th that the th the car is vdopment great Valu< and for th providing i we could t be an'injt is easy to t and should money. In additi we would 1 protection an sodden for the tch than that 1 ance betwc front of hi he . if able vrithout a structure h With re station wag only in'det is concemi attachment stade. It 1 belts to the with the f School TroKsportatxon Secho* of an efficient andsafe school bus transport tation-system.' In ckamg; I would fike to atressfeataitye^ requires fee fall; cooperatiotrhn tb* part of trany. coo- stint motivaticm, "strong administration and supervision, aSj'^Sntil-.'vlptince. "* Failureto stom at a railroad -crossing can molt is a catastrophe; :as can ^head^ba eoHisioowitha trndecn-cdterheavyvdilde,- or losing control of a bos and-Ttmung-oS fee ruadwbmthe weather Is ted? or-dey road conditions prevail. - i - 3 '; is;: -.yr . :i By ROY Ci HAEUSLBR .. Automotive Safety Knairirfr^Cfasyiler Corporation . '' In so far as station wagons are usdl as scbool Basesj'all pTovisiciH lave been knade for . instiUlng belts folly as protective as those, offered for all other passenger cars. Full advantage should be taken'of fee pro* vision, aid :each seat should be provided witlr an individual belt It is highly'dedrable to have ' fee child' learn at fee earliest age that fee thing to do when first getting into the car is to fasten the bdt .It is fee de-; velopment of;.ftis'habit feat constitutes fee great value of seat bdts in school buses, and for this reason it would be well worth providing all bases wife seat belts, even if we coaid be assured feat there would never be an' injoty-producmgaccident The step is easy teitake wife regird to station wagons and should be regarded as Wdl worth fee money. In addition to setting fee proper example, we would obviously be providing very great protection against possible injury in case an accident realty would occur. Protection for fee school-age child may be much greater than that afforded fee adult, since fee clear ance between fee child and the structure in front of Urn is relatively greater. Typfcally he is able to fold completdy over die bdt without colliding wife fee srai or other structure in front of him. Wife regard to school buses, other than station wagons, the situation may be different only in' degree so far as potential protection is concerned, but fee ladc of provision foe attachment of belts has been a serious obstade. lt may not be^feasible to attach such bdts' to the floor because of fee interference with the foot room of fee children in fee next rearward sot Furthermore; the tend* ency of ` the child to Iddc the bdt'or bdt terdware/in front of him is: certim' to be a drawbadc' wife, any such installation, wife tiw consequent teigging on fee bdt proving very irritating to the wearer- This may be si greater problem with sdhool buses other than station wagons because of the tehfescy to space the seats more dosdyi Strength of installation in the school bus (other.'than `station wagch) may be ah un known quantity depending on' the' 'adequacy of ; the floor structure or the teat 'structure; to iake the .resulting loads; hut tins should be thought of as a matter' of 'Jester fate portance. Stine protection Is fertainly -vfety muds better than none, and there is; still tiie very great benefit of establishing* seat belt habit at the earliest possible age. As seat belts are accepted for school buses in spite of these canptomltes and hr full view, ofthrir potential benefits, we can certainty expect to see more-adeqnte provision made for: them in fee design of flat seats-and of fee buses feemsdra. (1) iKStaHotio* -- Ptr' Ctnl of Cars Etpmpytd. Every motorist b in favor bf traffic safety, as long as he himsdf is not expected to make any change in his driving practices, juSt as tong as he is not Expected to adopt anyhew saftiy equipment or acquire new tebits sudi as using it regularly. r - - THs has been the atmosphere tn which a tremendous national education and persua sion.campaign to get an automobile pass engers to accept seat bdts has lad rather modest results. About 20 per centot'all new cars- axe bring equipped wife two bdts 77 m for die front seat roughly half of them at the factory and the remainder at the dealer. Of the can already on the road, perhaps another .2 per cent are bong, so' equipped edi year.' Rear seat belts, first offered fay Chrysler Corporation in 1955, are now beginning to appear in enough cars to make the average motorist barely aware of them, but measurable progress has been confined almost entirely to front seat belts. In all, hardly more than 10 per cent of the nation's cars are as yet provided with the most im-. portant item of automotive safety equipment introduced in the last decade. (2) Frequency of Usage. . What about Are the belts installed thus far bong used? According to the survey conducted a year ago by the. Auto Industries Highway Safety Committee, half of all car occupants having belts available to them are using them frequently, or every time. While 100 per cent usage is obviously the goal, this 50 per cent figure is very gratifying in view of the repetitious statements by many of our citizens and even some of our own safety teammates that "people" would^ never wear them. ~ However, even this degree of usage may not prevail in the months ahead. Up to now, almost all seat belt installations have been made on the initiative of the motorist By next year that initiative will have been taken away from him in at least 15 states, and perhaps in 25. .Among those who had already made their decision in favor of belts or who were about to do so, we can expect fully as much cooperation as now, but what about those who are being forced to accept belts? Much remains to be done if we are to realize cur goal of universal seat belt usage. We can legislate seat belts into cars and have begun that job but we risk antago nizing as many people as we win, at least among the adults. In any case, only the two front seat belts have been provided for, in any of the laws to date. Admittedly these are the most frequent used seats, but any other seat that is ever used should also have a belt For all practical purposes this means six belts for a six-passenger car and nine for a nine-passenger station wagon. (3) Todays Greatest Need--Safety Lead ers Setting The Example. I wonder how many of us have our own cars so equipped. We:can wait force us to te as two in. fra be dosed by .i provided in ti we should too pie we have t guidance and be far more personal exan part by havinj fitted, starting but then alsc under the sc been done at the extent of cars and gett two rear seat Driver educ and officials it can provide, a personal aede .their c *seat bd we need this traffic safety' the public ey have equipped though typica fact remains police force c them. Furtht quently that t to the driver against seat: never wear want to get role of a po traffic safety, when he is ft example.. This applie government c tragedy of deaths and th does not carr when coming is merely taki (4) Persua proach. Seat equipment fo with or wit! mains howev remain ahead our motorist ' ': . , JT ' until more laws are parsed to tve two rear'seatbelts as well rrt. Then later the gaps raigfrt reqtnring a britforevery seat lecar. But. I.fail.:to see why it .'Ah. professional safety peo he responsibility for providing leadership. Our teaching will apt to register if we set a iple, and if our schools do their l all their cars completely outwith the driver education cars > enccmpassingall other cars hool's jurisdiction. This .has die University of Michigan to having front seat belts in all ing a decision to add at least belts. ation and traffic; safety teachers i our high schools and^coUeges very strong finpetusjby thdr as in setting the example-by ars completely equipped and by Its on all occasions. However, same cooperation from .other. . personnel, particularly those in e. A few police force units ! all their cars with seat belts, Uy two in die front seat The that many of our; large, city ars have no seat belts among irmore, we find all too frethe.patrolman, assigned:to..talk education class is personally belts, and ..declares he .would ane because he would always out of the car quickly. The liceman as a member of die. team is far more believable ound personally setting a good s equally well .to higher level iffirials. The deploring of the traffic, accident : injuries and e exhortation to greater efforts y with it the prefer conviction from; the official who as yet ng seat belts under advisement. sion -- The Only Sound Apbelts may become standard r all cars in tiie near future, rout legislation. The. fact reer,,.that the big job will.still of us. We have to persuade s to use them. Actually we i i have the and his pa is desirahh pointof vie at all once to convioa benefits, an that there i fears ail experience, me thatthi among yoi like very it in every material th of this no (5) Seat Risk Of S been presen as well as t illustrate ti reducing ri However, attached to ago.by the the Cornel The esse was that ti in the free critical, anc ing seat b< wearing b< simitar acd We have peared par dents invol and roll-ovi tarly great In a subsei Robert Wc Automotive indicated ti benefit wai prevention remaining 1 during die cupants wit (6) Injut From the persistent t ment by tii the basis f< many peopl who even a to wear sa School Transportation.Section haw the. job - of convincing;.the r motorist The policeman who administered thedriver and his passeigm that rwearing .seat -hdis license examination1 to my soo ouly a month i$ desirable' froma^protcclivc and ^comfort ago refused to follow mysonY exampfeof pointof view and thatitisactaally no bother putting on the seat belt, saying that he- at all once. the habitisacquired. We have would never wear one because he would to convince oar. peoplelhatt the protective always want to be free to get out .of die benefits, are . very r^yaad-verygnat and car instantly in case of fire. As long agoa* that there is'very little foraidation .for their 1956^ Jchn Moore, then die Director of the fears and reasons fta-iheatationi- Idy oam Cornell ACIR Program,reported. to the experienre.in thU persuawon process assures Roberts Committee on Health and Safety me that; this:-will bevisyinuch .easier, to do - under, the House Interstate Commerce Com among young people;-: I.wouldtherefore mittee that less, than five-tenths of V jxsr like very much to see it given a prime place cent, of allinjury-produring acridentsinvcwe in every..: driver education program. The fire or submersion to any degree whatever, material that follows is offered in support and .'that only , a small portion 'of even this of this recommendation. small percentage involve ritber fire, or su& (5) Seat: Belt Efftctkreness In .Reducing mersionjto such degree as. might threaten the Risk Of Serious Injury.. Many. .cases have car occupants `themselves. . .. been presented in newspapers and periodicals, When these finding, based on thousands as well as through the technical literature, to of. actual' highway accidents, are. set along illustrate the effectiveness, of seat belts in side the thoroughly established fact that die' reducing risk of injury, in, traffic accidents. wearer of a seat belt can easily, get out;of However, much, more significance can be the belt in a secood, it .must be recognized attached to the study completed several years that-this is no rational basis for refusing ago. by-the California: Highway Patrol and to wear seat bdts. Added to this information the Cornell Crash Injury.. Research team. is the more recent study by Indiana Uni The essence of die finding, of this study was that there was a 35 percent redaction in the. frequency . of occurrence' of. serious, critical, and ;fatal injury among those wear ing seat belts as compared with those not wearing bdts but. inivffiyed ;in essentially similar accidents of similar.severity. -. We have -aIso> noted, that seat belts ap peared particularly' effective; in: those - acci dents involving angle and': lateral impacts and roll-overs--accidents entailihg a particularly great risk of ejection of car occupants. In a subsequent commentary on this study, Robert Wolf, the Director of die Cornell Automotive Crash Injury Research Program, indicated that ' at. least two-thirds of - the benefit was found to be assoaated with prevention of ejection from the ear. The remaining benefits were associated with re versity, the American Red Cross, and. the Michigan State Police enthe detailed evir deuce associated..with a passenger, car ran-: ning off the road and into deep water. This study, reported at last year's Safety Congress-and featured co the coyer of. the' current issue of Popular Science revealed that in most instances die occupantscould expect to have not merely seconds but minutes--as much as 10 mmntes in e case-^- in which to unfasten the belts and get oui of the car before the car actually, sank. ' These data may convince, some of the people'still on the fence with, regard, to the appropriateness of using seat belts, but such demonstrations may have to be repeated a great many times if .we are ever going to provide enough reassurance for some of our more frightened drivers. ducing the severity of. collision of the oc Before seat bdts were introduced by.the cupants with die car's Interior. motor cm manufacturers, and at various (6) Injury Attribvtable To TheSeat Bell. From the very beginning there las been a persistent undercurrent of fear of entrap ment by the seat belt This fear has been the basis for the reasons, given by a great many people who should know better but times since then and right up to the present day, there have been statements to the effect that the seat belt itsdf could cause serious internal injury. Again it has been very dif ficult to change the opinion of people by mere presentation of the facts. who even at the present time, simply refuse Perhaps part of this difficulty has. resulted to wear seat belts! from the opinions being so firmly established 79 -. X. IP X S' t i. 3963 National Safety Congress that there ms little indination to examine Bernard Cal the facts or even to notice that relevant in- of the Califor formation was bong offered. When one in an. article doctor wasreported to haveexpreSsed the Traffic Digest opinion that-at.collision speeds above SO Highway Pat miles an hoar seat belts could cause serious saving- the Ir internal injury, this report was widely pub- - However; be a lished. Furthermore, there was evidence'of the two occup its being noted by a number of people--they equipped witth g told me that they had read it. ' out-and lived fr* hi contrast, there lias been almost no out o t awareness of a very comprehensive and acrt?f *"* ** creditable study by Cornell Medical College's wou"* 'undonb Dr. Paul Braunstdn and Comdl ACIR's W the John Garrett--"The Seat Belt Syndrome." jiv6"?* This study, based on die injury experiences The existet of 3325 ear occupants wearing a seat belt emphasizes tfa at the time their cars were involved in injury- effectiveness o producing accidents, showed that the only turn of a few injuries directly ascribable to the belt were oughlycompre die bruises over the hip bones where the Cornell ACTE belt load bad been applied Less than 1 per the odds are cent of these 3325 occupants had lower ab die seat bdt ' dominal or pelvic injuries that were more favor of the s serious in nature; arid this was no greater car is a canve frequency of occurrence than among car occupants not wearing seat belts and in volved in similar accidents. The advisal even in a co Dr. Bob Cam * In spite of die dire predictions, no one the Cornell has been "cut in half" by a seat bdt. 50,000 cases i This is not to say that there have been find enough no fatalities among-people wearing,seat belts. allow a stat Braunstein and Garrett did find one such clinically the fatality among , the 3325 seat belt wearers, 20 per cent ol but the description of the accident and pic involving all: ture of the vehicles involved made it quite of cars have. dear that die seat bdt could not have been source of ii expected to have made any difference. The vertibles typi t car had collided with a bus head-on, and center of gra the bus . had penetrated the car to the 'rear wagons, and t seat area. pected to be < These investigators found another fatality among the seat bdt wearers and used it in their report as an example of "drcnmstances four-fifths of there is no ba of the roll-ov where the use of a seat belt has absolutely In all of no effect on injury." "An Austin-Healey the ever-prea occupied by two young men, both wearing is particular! bdts, rounded a curve too fast, skidded, and convertible: slid broadside,into a tree at about 55 miles that those ti an hour. The car impacted almost directly times as grea on the right front door, and the occupant fatal injury of the adjacent seat received a fatal skull With ejection fracture. . . Since thiscar had no "top" roll-ovtr so at all, the passenger's head struck the tree for tiie rdati directly., seat bdts in 80 dwell, then the Commissioner tiia Highway Patrol, reported in Northwestern University's andreview thattheCalifonua rol - created - seat belts with res of mapy; of'tiieir -men. Iso retorted one case in which ants of the CHP car;-not yet i seat belts, wen bqtir thrown , After these; menhad been fte car, futility pojefell r at thefront seat area and tedly have killed both occtiy been held in place-by seat A -i A i -1 f j: f *"-*.*. -i. j ' *. * ice of such cases as these e importance of- judging the <f seat belts not by any collec- cases but rather' by the' thor- hentive stndycarried On by the 1 team--they' have shown' that very strongly co the- tide' of wearer. . These odds remain in ieat belt wearer even when the rtitile.' 1 f: : = v rility of the use of seat belts avertible was brought dtit by pbeU, the Assistant Director of AC1R Pregrant; ; Even with iow'on hand,'Gbtndldoes'not convertibles amopg, than to isticaDy" adequate, study,: but picture' seems dear. Less titan f all injury-producing accidents makes, models, and body styles involvtdroll-overasa primary ljury-producing forces. Qmr daily have a somewhatslower rity titan do sedans and station the tendency to roUcanbe exwen lower. Thus in more than the injury-producing accidents sis for fear of the consequences er. these oses, however, there is mt danger of ejection, and this y great for occupants of'the Cornell has repeatedly shown lat are ejected suffer .several it a risk of serious, critical, or as those that stay in the car. i so common an occurrence and infrequent, any proper regard ve rides encourages the use of the convertible.- Moreover, it i i i '1 . f may corne a roll-overs it safer if be if they are their own'd (7) Boiii Belli: Fear belts has b One has b that the bell they meet o and require belt his be has chosen' all of the .: any; reassm Opjnkos an his guide, 1 the motoris bdtmecte, ^apprmied" ity. Mae . by. the iCor to register. In the t Syndrome" showed .that per cent of 3325 car t belts, when jury-produe surprising v it is realize utmost extr speeds, the ] turned abov This very near-failure able when i number of several yea and were n strength ret CAA and compared tc belts of tor even those, claims math of that1 da} whatsoever This wide i have indud might have release, yet as haring 1 submerged-' School Tnaufortation Section may corneas a surprise fodearnfoat -even in , Thus there is- veiy Stde; basis for . the roll-overs it appears that the-occupants are excurethatthemotorirt was.-umrifirngfo. safer- if held in place-by'seat bdta than use-seat bdts became of fide, of proper if they are free.-iff tmbbkboVooIy to have assurance of forirquriky. Nererthekss, their ora'car fopjdefonto them. -. . rigorousi steps have been taken topaenriJe (7) Bettis forJudgment in ChoomgStoi soch:/assurance. The SAE Staadard fcc Btlls. Fear assodatedsriththe use ofseat Motor Vehicle Seat Bdts has been steeply, bdts hasbetoexprassedinseveraisvayi. upgraded -through successive revisiocs,. and One has been ihe demand for gjcatassurance an enforcement. program' has hem.. added . that thebdts are of snitableqhalhy:and that ; The-1. existence; of . tbe standard .was '-re they meet or exicredstairiariis/specifications, garded at. bring insnffirient ihittdf, if only and requirements.; K; this; respect the; seat bdaare the enmumer had no way qfknow- belt has been .unique,$n; tot- foe-motorist ing whether. the bdt be was coosifcring has chosenand purchased -the entire ear and redly met the standard..The aame .iadc cd all of Ae acceMoriesi.cn' it vfoh(^ .seeding confidence prevailed evtaafterfoemana- any. reassurance fri^ 'approvingregencies. factnrera.provided permanent hbtb for thesr Opjrucps sutd Wdvertisbghaye getwallybeen bdt displaying the SAE number- of the his guide, but when . it comes: to sat-bdts standard; There ana always the possibility the motorist-wants ;to be reassured foatlhe that thetmscn^alcu* ;amifaetnier might bdt. meets,, standards. and that it has.,been make foch rfatmv even though in-fact, he ^approved" by.; die most, impeccable .anfobr- couldnotbadc them up. ity. Mere facts such as .those brought,oat : In response. die American Seat Bdt Coun by. the ^Cornell studies simply, do. not :Sean cil, a trade association of some, of - the to register. larger seat bdt.manufacturers, organized a In the study, entitled. `The Sc& Belt program of independent aodit of foe maim- Syndrome? Messrs, Braunstein and Garrett factarer's ciaim that be was meeting the showed that, seat bdts faded in Ids,..than .1 SAE Standard. An independent cocmreroal per cent of ril cares ;/foer data consisted of laboratory was given (he assignment of ob 3325 car occupants ~ actually wearing seat taining samite of foe manufacturer's pro- bdts. when' the .car< was involved in- an.m- dnethn bdts directly from. Ins plant and jury-producing accident This is all themore also through purchases m foe retail.market surprising when foe cases are examined .and These production samples packed .up at ir- it is realized that they 'include some of .die regular.intervals foroegh tfae year are tested utmost extremity--head-on coflifoyit at high for oomplSncr with aB proririons of' foe speeds, the head-on cqffisibn with' a bus men SL^E Standard If foe mannfadmer's. bidts tioned above, did a Oar-train ooHlsiob. " cciesisteTTfiy meet aff reqtaregynts, he. is This very low number of 29 failures dad entitiedto use a certification ifod boring near-failures appears; ad the more ranaric- foe name of foe American Seat Bdt Council. able when it is :recogmzed,ddt a';iuIstotid Some 60 bdt'modds offered by the2pmaim- number of there belts had.Jbeen .installed fartnrers who are memben of foe Amerkan several years before the accident occurred Seat Bdt Gocntil now bear. foe .ASBC and were manufactured at a time .when the .certification,label. strength requirements as establiforil by the More recently an even more rigorpds CAA and the SAE were, very- mddest as certification program has been put info bpf- compared to toda/s.standards. Furthermore, eration.'wifo the certifying laboratory bring belts of that day frequently failed'to^ meet Underwriters' Laboratories, Inc. Under-- even diose modest requirements in spite of writera* Laboratories has foe tremendous ad claims made to the contrary, apd mapy.bdts vantage of haring already obtained wide pf that day; were Mpported/ by np clahns recognition through its certification stork in whatsoever with regard to meetmg standards. connection with dectrieal appliances, roofing, This wide range pf performance must alto fire extinguishers, and other products Hiving have Included some cases hi which, bdts potential safety hazards.; The Underwrifors* might have been expected fo be difficult to - Laboratories 'listing'' or eertifications. have release, yet not a singje perscm was reported been so wefl recognized in somfe areas wto as haring been trailed in a fire or in a be required on certain prodnefs by govern^ submerged car. mental regnlatioo. r 1963 National Safely Congress Underwriter?' Laboratories has gone one very important step further with regard to certification. It has shown on the notifica tion label the exact identity of the SAE standard used as the basis for judgment From the consumer's point of view this is indeed a very important step forward. The newest SAE Standards for Motor Vehicle Seat Belts--SAE-J4a--is much more demanding titan the SAE-J4 Standard it has just superseded.' The increase 'in re straining capability from the previous 4000 pound level to the present 5000 pound level has been associated with a test procedure representative of the most severe combination of conditions of use! As the result, the buckle may have to withstand more than twice as much tensile load as had been re quired to meet SAE-J4 or as may be re quired to meet the present Federal Specifica tion ; JJ-B-185a. Increase in strength requirements, however, is just one of the important changes. Until the new SAE Standard, SAE-J4a, was introduced, there had been no Federal or state requirements or standards of any kind on the ability to adjust the belt All of the evidence we have points to the importance of having the belt worn as snugly as possible with comfort if the maximum protection is to be obtained. The protective value of the belt can be expected to fall off very rapidly if difficulty in adjustment discourages the user from making any effort to pull the belt down around him.' Merely clicking the two parts of the buckle together in front of him without taking up the slack may result in very little protection Indeed, especially for the driver whose knees are apt to be ^close to the instrument panel controls and whose abdominal area may be even closer to the steering wheel. The new specification calls for a more severe limitation on belt stretch than ever before, and for the same reason. However, this advantage- can quickly be thrown away if the belt wearer fails to pull the belt tight after fastening the buckle. This matter of ease of adjustability can prove to be of very great importance. With no previous standard having any require ments along this line, many belts were ap proved and certified as meeting existing standards, even though in practice they could not be adjusted at all once the buckle was fastened. The Underwriters' Labora tories can be to the new' f that have the by the Undent SAE-J4a can such .modest complished wi be very, irnpor hasbeencerti By reading t will know.; The certifit exact standari will be partii have most rec to seat belt i laws spedfica of motor vehi tion for seat t Stations of tin neers in effect Act" The ne April 1963, a: that laws hav time and writt will require t not .lower in Particularly i will not wish any seat belts certifying tab* ard (8) Making festive. As n can indeed be sometimes an snugly as pa greatly to the j of a seat belt standard can p even- though i to be very n However, the have long knc gation work o: that many aa dated with hi occupant bein time of ride easily happen down, even if seat belt In short, le that all wind all practical < ' expected shortly to move up JA&-J4a. The coosumerwill assurance, that belts certified niters' Laboratories as meeting be properly adjusted and with effort as could easily be acto one hand. Obviously it trill tant to know whether the bdt ified to SAE-J4 or SAE-J4a. he UX. labd, the consumer ation labd that shows toe 1 number, such as SAE-J4a, silarly helpful in states that endy passed laws with regard requirements. Sane of these lly require the commissioner des to set tip a state spedficaidts "not lower than the specie Sodety of Automotive Engit on toe effective date of this rw SAE-J4a was published in nd it would therefore appear ing effective dates after that . en generally as indicated above hat'toe state specification be any respect than SAE*J4a. n those states, the motorist to consider, much less accept, i not dearly identified on toe il as meeting this new stand- Seal Bills Even More Efoted above, , seat belt wearers injured in traffic accidents and e. Wearing a seat bdt as ssible with comfort can add ' protection afforded. The choice certified as meeting toe newest irovide another significant gain, any seat bdt can be expected nich better than none at alL re are other steps too. We iwn from toe acddent investif the bus and trolley companies ridents in the past were assotad, arm, and shoulder of toe g outside the vehicle at toe swipe. Obviously this could if toe windows were rolled toe occupant were wearing a t us make a point of urging ows be kept rolled up under nrcumstances. Obviously this ) - is far mort toe caseoi tinting if. ti be supposed be of tninoi hapsbebn rdl-overac which .it we have, toe .oc from toe wi workdone a shown that those" in.,wi toe side.wi the entire a< .will thus be together ins sturdiness.o a particular dustry's cor tempered gk In this co stood that i dosed rathe any possible There are i which any i gas mil a windows wi is far more floor or thr tween the i ment. Exha the open bai The extent these openir direction of compartmen particularly usual manne when the v from toe d haust gas 1 or through station wage It is far compartment fresh air 1: cowl or . rid driver and in such fari force air in in mind, the to be prefe view to toe still offered Sckool Transportation Section . is far more feasible in cool weather, or in to get the driver to open die fresh air vents die case of cai eqnipp^ \ridi dir con^ in wintertime unless die cold air is first turning if. the wiatbefis, very hot It might directed into the heater. 1 J 4 -1 be riipposed.at: firstthoughthat: tins'would be of minor importance, sinceglass can per* hapsbe brc&en in case of '.asideswipe or roUniver acddent-rihe-kind of aeddent in. wbich.it would be particularly dangerous to hare the occupant's bead or arm jpirojedmg from the window. Actually the.crash impact. work done at automotive proving grounds has shown timt in nnmy instances, even including those in which the car rolls several, times, the side .-window glass .-Will come, through the entire acddqit without being broken and will thus be able to keep the occupants al together inside the car.. This extraordinary sturdiness of the side window glass has him Hie inflow of exhaust gas through die open bade window of ;the station wagon can also be estimated by the provision of smt- aMy engineered deflector vanes motmted on the roof of at the rear comers at each ride. of die rear window. Such defector vanes ; are. offered as factory and dealer Installable extra equipment for some of {today's station wagonmodels and ean be expected to becomemore widely available in the years to .come. . They*blso hdp to a very material degree'to keep-the wagon's rear window 'dean,-so that .the inside rear view mirror will provide the' desired clear image. a particularly desirable feature of the in - Returning to seat belts, perhaps die most dustry's complete conversion to the use of important step of all in making the seat tempered glass for side windows. belt more effective will be to add the shoulder In this connection it should also be under stood that it is desirable to keep windows closed rather than open in connection with any possible risk of carbon monoxide etatry. There are virtually no drcumstances under which any appreciable quantities of exhaust gas will enter the car through the side belt: We have known all along flat die' combination can provide very much greater protection than can be obtained from the tap belt alone. Up to now it has been supposed that, it would be more desirable initially to promote the use of only the lap belt on a "first things first" basis. windows while the car is in motion. Entry I am not sure at all that we have been is far more likely through rust holes in die right about this? Sweden started its national ' floor or through leaks in the fire wall be campaign to promote the use of safety belts tween the driver and the engine compart two years after we did and started with die ment Exhaust gas may also enter through shoulder belts.' Midway in die campaign the open back window of the station wagon. recognition was given to the importance of Hie extent to which gas enters through adding the lap belt so that each person would these openings is in part dependent on the have acombination lap and shoulder belt for direction of air flow through the passenger restraint As long ago as two years, it was compartment If a side window is. open and reported that more than 60 per cent of all particularly if a vent window is open in the cars registered in Sweden were already - usual manner to draw air out of the car, as equipped with either the shoulder belt or when the vent window is open 45 degrees the lap and shoulder belt combination, and from the dosed position, the inflow of ex that in .intercity driving 80 per cent of the haust gas through leaks in. the floor pan car occupants who had sudi belts available or through the open bath window of the to them were actually found using diem. station wagon, may be very much greater. It is far safer to ventilate the passenger compartment by having air enter through a fresh air heating system or through the cowl or side vents located forward of the driver and opening directly to outride air in such fashion as to have the car's motion fora air into the car. With this thought in mind, the fresh air heater is very much to be preferred from the safety point of Hus was hard to believe, and suggested a certain amount of expanriveness on the part of safety enthusiasts. However, Ameri can experts in this field, including the late. Harry Mathewson of UCLA, reported on their return that as nearly as . they could tell this was a fair measure of the status: of lap and shoulder belts in Sweden. There was rally wholesale acceptance. view to die "economy'* redrculating heater All of this occurred in spite of the fact still offered as a price leader. It is difficult that there Was no compulsion whatever. 83. -V .. -. i' * jr y > 2963 National Safety Congress There was no lav requiring the installation me drive up of any land of belts in. any cars In Sweden, they could o nor was there a law that they had to com* really protect ply with Swedish standards if the motorist and chest aw chose to put belts in his car. The entire instrument pa job was done by skillful persuasion led by see fiat land the national government.and heavily sip* If these m ported by the medical profession and the along this fin women's dubs. There were indications that tential public this national persuasion program was sub- we may indi Stantially more .intensive than our own in -guided in ou the United. States, and still it was hard to initial efforts understand the very large difference in re- have made th suits.. belt standard In my own experience in the use of right front j shoulder belts, the comments I have received model cars, may shed some light on the real nature of continent as v the Swedish advantages. The real advantage wagen offerin appears to fie in the surprisingly greater lap belt as e: public acceptance of- the shoulder belt as a models, we s truly protective device. Many people have measure of t volunteered the commoat as they have seen belt in the Ur PUBLIC RELATION IN SCHOOL TRANSPORTAT1 THE NEED By C.B. LEMON Dir., School Bus Safety, New Mexico State Dept, of Educ Santa Fe, N. M. No program can be effective unless there exists a common understanding among the various publics involved. I know of no area where., tills need is greater than in school bus transportation. I do not mean to infer that progress is not being made, because it is, but the need to accelerate and expand means of communicating dictates that a great deal of effort, must be exerted in this direction.' How often have we heard our school bus drivers rake other motorists over the coals for their failure to stop for a bus that -is loading or. unloading and how often have we heard other highway users complain about a school bus creating a hazard by attempting to stop traffic either at a haz ardous location or in a dangerous manner "with the ki scattering in : I believe the and common most pressing .Having a driver-passetq tance here be of the pupU driver's instn The parent for their chi! schedule, of t ber of stops safest locatioi inconvenient achieve. Teacher su  ' `-.V 4 ? 5: wearing my shoulder belt that irtainly see how a belt would me, would really keep my face ay from die steering wheel or uiel or windshield. They could of belt could do-the job. any comments -I have received ie are any measure of the po- acceptance of shoulder belts, eed lave been seriously mis* ir decision to concentrate our only co lap belts. With Volvo e combination lap and shoulder equipment for die driver and assenger on all of its current including those sold on this ?ell as Europe, and with Volksg the combhation shoulder and ?ctra equipment for its mirrent rill soon have <a much better he acceptance of the-shoulder lited States. '' i i loading and can and doe there is a involved. ' Finding Moderatorline Qd, B L Must < tween drive IL Must standards.. III. Soon home room. IV. Drive bus student! V. Drivei sees each c IS ON SAFETY ation ds jumping off the bus and all directions without looking." need for good public relations understanding in this area is at this time. *direct , bearing on this is the jer relationship. The impos ing the willingness on the part s to accept and follow the lctions. al understanding of the need Idren to observe die bus time he necessity to limit the nura* and to locate the stops at die i, even though it is somewhat is difficult, but necessary, to pervision of loading and un* : } Moderator-- portatioo & more Count . There an .operation: 1. Count] office for al 2. School responsible the county i I. No ma public rriati each operati by the cento districts bu often, the lc to use all and the cot to help. II. In a s relation pro, ber of prob and number IIL A go start with t all employee teachers, etc School Trautorkttion Section loading and of . pupils wa3tlng;or thrir?busl other prcidettu li a challenge to all of-ns. can and does lead to strained relations unless We fed. that drawing upon the ability and a mutual, feeling, of .cooperation experige of rthoae aaaemtded here, dda . morning win point the any and will prove Finding the bett; solution .tothese and to be valuable to all of us. AT THE LOCAL LEVEL Moderator^--R. L. Weber, Pres., Berea Bus Line (xy Berea, Ohio - L Must create better communications be* tween driver to students and. .to parents. H Must establish a code of ethics for bus standards. Buses considered a classroom. IIL Some cases the bus is considered the home room. IV. Driver is idol of lower grade school bus students. , V. Driver is the only person the parent sees each day reflecting the image of the school system. ' Final a mast, school bos -r must be considered reflection of the school system. Keepit dean aid in A 1 mechanical condition. VL The driver most be well-traveled, build op to the higher standards to get recogrdtion from the faculty. . VTL Able to cause Hs action at practice to be carried heme from the bos student Which means local level must have better sdecticn and training of drivers to create better pdbEc relations. AT THE COUNTY LEVEL Modmifor--WalterGordon, Director, Trans* ing good pubHe relations should be used, portation & Safety, Bd. ofEducatioc, Bald* bat at no time should there be anything but more County,Schools, Baltimore, Md. an ethical approach. . There are two different types of county operation: 1. County responsible' through a 'central office for all phases off^j^fRis operation, 2. School districts: within 'a "county! are responsible for die details of operation and the county office serves as an- advisory rmit puIb.licNoremlataiottnesr wishaichmwoesatr-ehtualpkiSngUarbto^uft- IV. Some things to beep in mind to develop good public rdatjens on the.county level: i A. Know yon area, be prepared to talk when you answer the telephone, ; B. Make communications brief, to -the point, understandable. - C. Keyoepu ppeuotpltehei'nfidoerma eidn,toseelflfeycetarMidise-a each operation. Oftentimes,- too little is done , understanding, creates problems. by the central office to help individual school D. Be consistent. districts build good public relations. . Too E. Try to think up new ideas to keep often, the local school districts are too small . people informed. to use all types of public relations media F. Get your story to both parents, not just and the county headquarter should step in to the mother. ... to help. G. Use special interest in human interest II. In a sense, the effectiveness of a public. articles. relation program can be judged by a num- H. No problem, no matter how small, ber of problems, number of telephone calls,should be allowed to drop without considers* and number of letters of complaint received, tion, and the person concerned should be IIL A good pubHc relations program must duly notified, start with the driver and be carried on by In summarizing it was felt that the better all employees, such as supervisors, principals, the public relation program, the fewer the teachers, etc. All type of media tor develop* problems would arise. S 1963 National Safety Congress AT THE STATE LEVE Moderator--LaVaughn Hawkins, Director-- other enforce* State Dept of Public Instruction, Indian- AAA represet apolis, Ind. tors, and driv I. School bus drivers should be trained to d. In some be more considerate of the motoring public, a "dry run" t a. Teach school bus drivers proper "social 1. rvnh^ graces" as a driver. form them w b. Some bus drivers have the attitude that the driver of other vehicles should al ways "give in" to the bus driver bemuse he is driving the lug yellow bus. c. Most frequent violations by a school bus driver is the failure to yield right-ofway. d. More emphasis should be placed on the fact that in many districts, school transporta tion is the only contact some school patrons have with the school. e. The school bus driver is the key person in creating the proper image of the school IL Programs should be sponsored to better acquaint the motorist relative to school bus regulations and laws such as stopping law. III. Transp level seem to lade of propei on the state at a. Local tr operators, anc formed relath been successft b. In many level is "fun ministrator. 1. Some at concerned abc carry cm the for- supervisee etc. a. Many parents of today never had the the experience of riding a school bus, con sequently they are unaware of some of their responsibilities relative to school bus safety. b. Solicit cooperation of groups such as state traffic patrols, AAA, PTA, etc, to help disseminate information relative to school bus safety. 1. Include this information in high school driver^ucation courses. c Some states have expanding commit tees working on revision on school bus rules and regulations and establishing pro grams to obtain wider publicity relative to matters effecting the safe pupil transporta tion. 1. Committee indudes member of state department of education, state patrol and 2. Too ma aware of tin self-satisified a. Too ma county tram through pat through the j b. State di need for reqt local admittisl and willing t when it is bo For better great need fc partiripation. our time unle every state ai department t in U.S.P. pn sent agencies, PTA members, itatives and supervisors, operaers from the-local level counties the bus driver makes he week before schools opens. parents and bus riders to in dative to their responsibilities. ortation perscmnd on the local be of the pptmoh that there is r communication between those id local level anspbrtation supervisors, bus 1 drivers are not properly inre to new practices which have d in other states, cases information on the state nded" through the local ad- ^ 5 {ministrators who are not too nit pupil transportation fail to proper educational programs rs, drivers and bus passengers. ny at the local level are imsr own problem and have a attitude. ny complaints to state and sportatum supervisors come ran complaints rather than troper channels. ;partments should create the lest for help from county and rators and then be ready, able, o give the right land of help' eded most public relations there is a it understanding, sympathy and We will have wasted much of ss there is a follow-through in id every community. The state mist' exercise more leadership igramrmng. f ModeratorDiv,, The University, L Legisli dent's Com IL Conf( women on UL Edo mittee for memfations levels. IV. Fror mts. A. Cause city to run B. Not i over to.th C. Take problems. D. Bus i 1. Needs V.Throi of School . level sell ; transportati Someone, that man i all die. am are the re questions. Before i subject at! I am totrj relative to training. 1 with the u how of it f ; School Transportation Stchtm AT THE NATIONAL LEVEL Moderator^-T?6nat:lLNoftengeriTraining- Divn The Traffic Inidtat^' Northwestern . University, Evanston, 111/ ; ; L Legislature seminar sponsored by Presi- dent's Committee on Safety Legislation., A, Message. 1. Front door service. (A half mite long) 2. Status of school bus driver. 3. Qualifications for all drivers. II Conferences -- national and local for women on safety/ : IIL Education report of Presidoit'a Com mittee for highway safety, mchides recom- mendatioos for action ohi state and local levels. IV. Front door service demanded by par ents. A. Cause may be by people moving from dty to rural areas. B. Not getting the message of the cost over to the parents.' (Multiple steps.). C. Take parents on' run, show them the problems. 4. Selection and training of drivers. 5. Inspection of buses; daily by driver, more often on major items. d.. Training courses not only for drivers but also for supervisors, mechanics, and all people involved, (getting state, funds for this). ... , 7. State specifications on: buying new equipment but problem is maintaining this equipment and discarding when worn out 8. Uniformity of specifications. 9. Uniformity of legislation. .* 10. Uniformity of operating procedures. D. Bus driver lacks community states. ' 1L Emphasise enforcement of laws. 1. Needs recognition, by community. V. Through the PTA, NEA, Association of School Administrators, etc, on a national level, sell a national message , on. school bus transportation. VL The group recommends that the Ex ecutive Committee of the School Transport tation Section form a committee to draft these messages and relate then to the vari ous national agencies stated. THE NEED FOR DRIVER SELECTION AND TRAINING By JOHN H. PARSONS Supvr. Pupil Transportation, State Dept of Education. Columbus, Ohio Someone, far wiser than I, once said that man .is an intelligent animal, he knows all the. answers, but most of Ids troubles are the result of his not knowing all the questions. Before we begin our discussion of the subject at hand, it is my understanding that I am to try to propose some of the questions relative to the need for driver selection and training. Therefore, I will concern myself with the why of the subject mid leaVe the how of it for the discussion groups. Let us examine the subject: The need for driver selection and training. Do we need it? What purpose will it serve? We must remember that we offer a public service; paid for by public funds. Therefore, the public deserves an honest answer to these questions, and many more that are certain to be asked. Will a program of driver selection and training be worth the cost and effort expended to produce it, or will it just be busy work to further burden the cost of public education? 87 \ I * / X 1963 -National Safety Congress Another question coma tomind. Will, such a program contribute to the. general educational process? StiQ another question, will the program improve the public un derstanding of the efforts of all others work ing in the field of public education? I ask these questions because they are at the core of the success formula of any public venture. The public must understand the need. Now let us get at the specific reasons why driver selection and training is necessary. I have organized these reasons under the four general headings: (1) Changes in the school transportation structure, (2) Changes in highway traffic, (3) Changes in the bus driver, and (4) Changes in pubfic attitude I. Consider the school bos itself. Not too many years ago the bus was simply a truck that anyone could drive. - Today it is a com plex mechanism that requires a skilled op erator. Next, we should realize how the size of the school bus fleet has grown. Today it is not the four- or five-bus op eration of tiie small rural school to be run by dependable fanner-drivers of a few years ago. It is a big operation that may. involve forty or more buses and' drivers. These drivers may drive three or four routes, make five or six round trips each morning and evening, or even noon runs. The modem school bus time schedule would dismay the old. time driver. Today, with dual and triple scheduling, a driver may be required to serve three or four buildings on a schedule that is as close as three minutes in leeway. Today our buses travel twice as fare and over routes that were unheard of in length not too many yean ago. The consolidated school districts of today may stretch out over hundreds of square miles. In the vast territory of the modem school district are students that, in days gone by, walked to school They live in small towns and suburbs all over this nation, thus multi plying the numbers to be transported, by leaps and bounds. Numbers and size cannot only be applied to the growth of the physi cal aspects of the structure of transportation, but also to the increase in cost of operation. Probably the area of growth most ap parent to the public is cost The taxpayer is painfully aware that operating a modem school costs n wants his mem . In each of. t the . bus ; , tire i miles; student will find that lated to the changing struc II. Changes crease in the < factor mast rig There , seems. t creasing' numb traffic probletr of' traffic' is th A critical pro! the speed of f ways to be tra* lems are furti in traffic viola! motoring publi All of this is way accidents, increasing num of. highways, and highway a on the driver : yet to be answ IIL Chong** the recognized that there are; alone presents ministration. I day is a type "old days." I driver predomi lighters, media era, and police of life driving .driver is 9 n around the cc He doesn't sta driver of yeste in the commui job that provie work on a nig types of emplc The driver i of the best n ably didn't gre his counterpart in his off horn crowded and i of the stress t the driver's pi 88 -,v . .r.i tore today and therefore, he ey's 'worth. he points I have mentioned-- leet; routes; trips;, schedule; a; territory; and. /cost, you the bus driver is directly re- successfuloperation of this ture. " m Highway Tronic--The in* lumber of vehicles is the one mificantin the traffic of today. be no doubt about it; bi ers of vehicles compound the l Coupled with the volume e problem of increased speed, ilem of today's bus driver is he traffic flow over the highled by the bus. These prob- ler complicated by a ^growth dons, both on the part' of the c and the bus driver himself, reflected in increased highWhat shall we do about the ber of vehicles, speed, number increasing traffic violations, iccidents? What is the effect himself? These questions are ered. in ike But drivet^Ooe of changes in the bus driver is so many more of them. This a major problem for the adurthennore, the driver of to* practically unknown in the To longer does the farmernate. Today we have moon* nics, women, preachers, teach* men, people from all walks ; our school buses. The bus sobile personality, he moves suntry from town to town, y put as did the old farmer* rday. He isn't as well known nty. He usually has another tes his mainincome. He may ht shift in any of a hundred ryment af today may or may not be local background. He prob* iw up in the community like : of yesterday. What he does rs isn't as well known in our mobile communities. Because af modern traffic and society lysical and mental health are i 1 I j *r 1 3 i 3 i ! 1 - of utmost imp will have mot tivities, and is reports as wel in the educatio The change: more selection wfll have a ( of the transpo charge of its t tiie changes in type of drive: work of .drive of drivers,-ant IV. Changes not be repeats scions; but wb that tire publi dollar is - expe wants to know can be made Another chu ity given to t\ Front page ai coining more < Along with portation is a Moderator--I School - Tram Schools, Bouldi Work Shop Training At th I Selection A Types of 1. American choice) 2. Local saf testing 3. Road .test 4. Interview! B Factors in 1. Driving r 2. Persccalit 3. Economic 4. Interest ' i Need School Transportation Section of utmost importance. The.driver of today, will have morel supervision of his job a& dvities, and is reqnired tQ.dk; more detailed reports as weO as work dosdy with others in the educational endeavor. The changes fa the bus driver calls for more selection and training. The changes will have a great bearing on the success, of the transportation program and those in charge of its admimstratidn. Let me repeat the changes fa the driver: number of drivers/ type of drivers, mobility of drivers, other work of drivers, morality of drivers, health of drivers, and supervirion of drivers. IV. Changes Public Attitude--It need not be repeated that the. public is tax am* scions; but what does this imp!y?t ft means that tiie public wants to bov how the dollar is expended, and why. The public wants to know how theeducational program can be made toore effective^ and_ effint Another change can be found in the publicity given to events fa school transportation, Front page articles fa newspapers are becoming more commonplace. Along with the growth fa school tram* portation is a growing demand for more service. The pobCc demands service - that was unknovm years. agoi:.and thbservice is costly. Hqw shall we provide the necessary service at a reasonable cost, and what is necessary and reasonable? - These QMsfioos contribute to. smother change in public attihA and opinion. It is the lack of a general understanding of the) educational problem and particularly the transportation problem. It is mv Miff that afl change -require driver cooperation to the fnH^exte^If this cooperation is to be had. driver' sri-rtfrTM and tfaimng wffl be necessary. It Will be necessary to have the driver's help in meet* fag the challenges presented such as public attitudes,- tax mwriomnew,' publicity of transportation problems, service demands, and lack of understanding of the program for pupil transportation. n*d is certainly evident for to- . provements fa the Selection and training o'f school bus drivers, particularly when we analyze the changes that have taken place in our transportation structure, highways. drivers, and public attitude toward the total program. LOCAL LEVEL Moderator--Daniel G. Wlsotxkey, Dir.,. 6, Community Status School - Transportation, Boulder Valley Schools, Boulder, Cola Work Shop Session on Selection smd Training At the Local Level I Selection . C Source of Driven .1. Transit Drivers 2. Housewives (suburban areas) 3. Hen (rural areas) 4. College students A Types of test used D Lade of personnel fa many areas ham 1. American transport test (multiple pers the program of selection since people choice) are not available to drive buses 2. Local safety council may offer aid in E To improve this condition it is important testing . to put up' the status of the drivers by selec 3. Road .test is important to employer tion, testing and perhaps even uniforms 4. Interviewing testing driving B Factors important fa selection 1. Driving record most valuable 2. Personality 3. Economics Status 4. Interest i. Need F It fa necessary for the local districts to have a uniform method of selection and this should come from the county or other higher administrative units. - II Training A One representative discussed testing . program consisting of 20 hr*, behind the wheel, 8 hrs. in class and in-service training. . 89 f X 19SJ National Safety Congress B One discussed license requirements and a driving'test with the bus. - C Local conditions require specific training in certain areas and should involve as many interested persons as possible Uniformit respect to c to district, ; wwy find; ft lations for the mimram COUNTY LEVEL Moderator--J. B. Littrell, Dir. School Trans portation, Office of County Snpt of Public Instruction, Dallas, Texas. Work Shop Session on Selection and Training At the County Level I AH training programs discussed had die following: A A lively discussion developed on pre ventive maintenance and its relation to women drivers. Some were of the opinion that women excelled in observing the clue that indicated die bus needed minor repairs, thus in many cases eliminating major ones. Others did not share this opinion. B Drivers are encouraged to make sugges tions as to what they desire to be included in a training program to help improve the quality of driving in their county. C All representatives included a section on laws and regulations in the training of drivers. There would be some variations here depending on the different states. D. Most. on panels i form and would encot E A few to aid them F All cot prior to sele G Most < or an incre a training s H All co in the train! In sumnt effort at thi school bus latest traini niques, to i to involve ; possible in t STATE LEVEL Moderator--Charles F. Morris, Specialist in Transportation, State Department of Education, Tallahassee, Fla. Selection and training is necessary, but how do you go about it? A report ly Chairman Morris of a 1959 study "Requirements and. Training Program of School Bus Drivers'' indicated that 39 states had some form of training on . the state fevel while II had no training at all. Twenty nine states had school bus training programs sponsored by the State Department of Education and 10 states by other state agencies. States' represented at this meeting briefly explained their program qf school bus training. . Training were of vs programs o while other programs.^ ^ foUoW11 1. It is ; 2. The p it is to be si ,. ' go necessary' _ 4. Resou ul2- Some duded: a. Natio safety cour 90 J" y and enforcement of policies in Irivers is essential -from district state to state. .The local district necessary to stop certainregulocal conditions over and above m regulations. counties use the older drivers or as discussion leaders to in* discuss problems new driven inter. \ -" counties are given various tests i in the selection of drivers.. mties interviewed the applicants ction of any drivers. 1 aunties pay the drives a bonus' ase salary if they have attended ichooL unties included a safety program ng of drivers. iry, there is much concern and is time to improve the quality of drivers and to keep abreast with Ing procedures and safety techitilize all available personnel and is many of their own people as he training of drivers. - | \ i i sessions, clinics, or workshops dying lengths; some states had f training available upon request states had mandatory training The group reached agreement on lg items concerning training: i state department responsibility. irogram should be mandatory if accessful. od public relations program is rce people are available for traingeneral categories mentioned in- nal Safety Council; b. Local ldl; c. Trucking firms; d. In- surance oocnj and f. Amer neers : ,, 5. It seen whether a di childrenwere ers, training i In the an needs were n 1. Training strictly with s be developed, on general l Since condit state to state training aid. 2. Y/hen s it should be A report i one state all drive a bus s Moderator--] ing Spedalis sity, Univers I.. SeltcHot A. It was give serious construction for school bt IT. It was organizations for the desi tests. . School Transportation Section surance companies l^ulrpad personnel, Group discussion followed with agreement and f. American Sodety : of Safety Ehgi- that it is hard to place an age Hmit on bos neers ... drivers as people differ with age. Examina- 5. It seemed' to make r difference whether a district chmed the .buses or the children were transportedby contract haulers, training was necessary.; tiens^were important in selection of drivers, especially a, they grow older, A study revealed that 15 states do sot require a physical examination: In the area of training, the following Recommendations made were: needs were mentioned: 1. Driver license check should be made 1. Traimng filmy or filmstrips 4K|l'mg ^.through motor vehicle division. strictly with school bus transportatican should 2. Finger print of all drivers checked be developed. At the present time only films through the PBL on general trade operation are available. 3. Complete physical examination each Since conditions and rules change from year, and, in some cases of older drivers, state to state, a filmstrip might be the best twice a year. tramng aid. . 4- A special test designed for bus drivers 2. When state level training is conducted, and a special license issued for school bus it should be followed up' at the local level operators. A report by Mr. Morris indicated that Recorder--George H. Hollis, Regional Suane state allowed a 15-year-old person to pervisor, Traffic Safety Division, Arizona drive a bus and 39 statu bad ho age limit Highway Department NATIONAL LEVEL Moderator--Harry D. Fletcher, Fleet Train ing Specialist Pennsylvania State Univer sity, University Park, Pa. I. Selection A It .was suggested flat national groups give serious consideration to the design and construction of.various types of written tests for school bus operators. B'. It was also recommended that rational organizations should make, funds available for the design and construction of these tests. ^ II. Training A. The National Vocational Education As sociation should be contacted in reference, to their developing course outlines in the area of school bus driver traimng. A num ber 'of state vocational educational depart ments already have outlines, however, an attempt to develop an outline for national use should be considered. B. Gonaderation by national groups should be given to an award program to recognize fleets -for their accident prevention activities. G National groups should consider. the possibility of a national school bus rodeo. & 91 ? 51st NATIONAL SAFETY CONGRESS Papers delivered In the WOOD PRODUCTS SESSIONS CONTENTS Shall We Let Uncle Do It?......................... ....................Clyde F. Schlueter 5 Management's Responsibility in Accident Prevention....... . W'm. J. Johnson 9 Are Safety Meetings Worthwhile?............................................ T. K. Lawson 13 Medical Programs in Industry.. ............................ Charles M. MeGill, M.D. (5 JOINT SESSION WITH PULP AND PAPER SECTION . The Future of Logging.............................................................. J. I. Morgan 19 Protective Knee Pads Prevent Serious Leg Injuries............ Thomas N. Karlen 22 TEXTILE SESSIONS Job Placement As It Affects Safety and Operating Efficiency.;.. W. A. Turner 25 Principles and Industrial Applications of Load Glide Air-In-Floor and Air-ln-Pallet Systems................... J. E. Joyce 28 A Case for Off-the-Job Safety.................................. ............. C. L Henkel 32Safety Program In a Modem Finishing Plant................ .......R. P. Timmerman 36 Officers of the Wood Products Section 1963-64............................................ 43 Officers of the Textile Section 1963-64......................................................... 45 Other Volumes in 1963 National Safety Congress Transactions....... Back Cover' 1963 National Safety Congress Summary We have tried to state briefly here, by the help of movies and verbal explanation, the impact which moving material on a film of air can have in your manufacturing opera tions. I would also like yon to keep in mind that yon can transport your materials not only in your own j on transportation eq same air principles, volved In many Inst on these air-in-floor; and undoubtedly we or more, represents companies. A CASE FOR OFF-THE-JOB Si By C. L. HENKEL Safety Supvr., E. I. da Pont de Nemours ft Co., Kim I have served the Textile Section of the National Safety Council as a member of the Off-the-job Committee for several years and as chairman for the past two years. When I became chairman of this committee, I contacted the National Safety Council to find out how many members of this section were active in off-the-job safety and reported their off-the-job injuries to the National Safety Council. It was surprising to learn that very few had active off-the-job safety programs and that only three were reporting off-the-job injuries to the National Safety Council. Now, the reporting of off-the-job injuries to the National Safety Council is not im portant in Itself, but any industrial organiza tion that submits these reports quarterly is aware of the magnitude of the off-the-job safety problem. This `is actually the starting point for an off-the-job program. Getting off-the-job injuries reported, analyzed, and classified as to cause is basic because it highlights the magnitude of the problem and shows where to place emphasis in order to make the greatest improvement The problem on a national scale is ihat there are about 9.5 million disabling and fatal accidents occurring annually. Less than two million of these are work accidents, which leaves 7.5 million or almost three out of every four that are non-work accidents. These figures indicate that each year one out of every 18 persons suffers a disabling injury. The total cost of accidents is esti mated at $14.5 billion a year, of which about $4.5 billion is*!ost in work accidents. This leaves about $10 bill thirds of the total co The statistics qtiot basis are staggering hend, so I would hk safety performance pany at the Kinston, year period, to point < off-the-job safety pq In the company, (1953 to 1962), ther off-the-job injuries, i> a total lost time of pared to 697' fost-tii over the same 10-yes ratio of 24 to 1. At this sqme 10-year p the-job injuries, nine and these involved a this figure does not ii for the fatalities. Over this same pei on-the-job injuries, 61 to 1. These figur the-job frequency ra pany and 5.5 for th compare with an avt 8.6 of 171 companie! off-the-job program: National Safety Co: The figures used ; workers themselves a bers of their familii on the national scale As for costs, it i accurate figure on tt >lants but cross-country luipment employing the We are presently inallations and quotations and air-in-pallet systems have spoken with one itives of many textile .1 they cost th Kinston plan the National tiraate of the injuries to v $3,500,000;00C economic los! for in increa creased cost c consider the in accidents ress of their \FETY For examp two young U accident Botl id the Du Po iton, N. C. ion, or more* than twost, to non-work injuries. :ed above on a national and difficult to compree to use the off-the-job of the *Du Pont ComN. C plant, over a 10out the importance of an jgram. over a IO-year period e was a total of 16^43 iduding 253 deaths, with 239,794 days as comne injuries on the job tr period, which gives a the Kinston plant, over eriod, we had 367 offof which were fatalities, total of 4,298 days lost; ndude any time charged in which the; fare of our i ities in the tc due to autom Whether y a company-* the problem is long past d There has over the pas sped to repc ence to the find it hard' do not recof pletely ignor total safety probably con qff-the-job s 1. Manage portance of over-all oper 2 Ufanage or bow to gt started. riod of time we had six which gives a ratio of 3. Manage should not o es give an average offite of 5i for the cotne Kinston plant These :rage_ frequency rate of s which carry on active 5 and reported to the ancil in a recent year, lbove are all for the ind do not include metnes, whereas the figures include all persons. s impossible to put an tese injuries as to what tivities while Whatever plant or loc representativ pany, your c to yourselves to promote o Why do y at your plan! for any safe First, it is fering, it a Textile Section they cost the Du Pont Company and the Kinston plant. However, again referring to the National Safety Council figures, an es timate of the economic loss from off-the-job injuries to workers, in only one year, was $3,5O0,000iO0Q. Other than this tremendous economic loss which yon and I actually pay for in increased insurance premiums and in creased cost of the products we buy, one must consider the contributions the people killed in accidents might have made to the prog ress of their companies. For example, one of our fatalities involved two young technicians who died in a boating accident Both might have contributed greatly io the Du Pont Company, to the communities in which they lived, and to the over-all wel fare of our country. The other seven fatal ities in the ten-year period at our plant were due to automobile accidents. Whether you lode at it on a national basis, a company-wide basis or a local plant basis, the problem is still tremendous and the time is long past due for taking action. promotes good will in the community, and it means that your employees can live hap pier, fuller fives. Second, it is just plain good business. In juries on the job cost money and must be added.to the cost of the product In these days of high competition, it is important for all of us to keep costs as low as possible. So'we most' eliminate , the medical expenses, lost time, and hidden costs of injuries. What; then, are the reasons for an offthe-job program?*rhcy are exactly the same as for an on-the-job program; namely, it is hu manitarian and eliminates suffering; it mates a feeling of security, it promotes good will in the community and means that your em ployees can lead happier, fuller lives. It is just plain good business. Injuries off the job also cost money. It means relief personnel must be available It means additional train ing. It means increased hospitalization and wage disability costs. It means increased in surance'costs,`and also it places additional burdens on supervision. There has not been much improvement over the past three or four years with re spect to reporting off-the-job- injury experi ence to tiie National Safety Council, and I find it hard to believe that the safety people do not recognize die problem or are com pletely ignoring this important phase of a total safety program. However, there is probably considerable apathy or inactivity in qff-the-job safety because: 1. Management does not realise the im portance of an off-the-job program to the over-all operation of an industr^) plant 2. Management does not know what when, or how to get an off-the-job safety program started. 3. Management believes that industry should not concern itself with employee ac tivities while away fnxnthe job. In addition to the two bSsic reasons for having a safety program, there are two . other reasons why I think an off-the-job program is a must, namely: 1. Integrating; instituting; or incorporating off-the-job safety into your current on-thejob program makes the safety program com plete. You are attempting to reach the whole man all the time; and not just during his working hours when he is performing con trolled operations in a controlled environment 2. By promoting off-the-job safety among our employees and promoting safety in the community, I am helping to protect thy fam ily and friends from an accidental injury/ caused by someone else. This applies particu larly to automobile accidents. Many that have occurred to our employees have been the fault of another driver. Whatever the reason at your particular The Du ^ont company instituted an off- plant or location, each of you as a safety the-job safety program in 1953, so we have representative has an obligation to your com had a total of Kt-years' experience in off- pany, your community, your employees, and the-job . safety. The Kinston plant started . to yourselves to do everything in your power ' up early b 1953 so all of our experience to promote off-the-job safety. has been with a complete safety program. Why do you have an on-the-job program In this time, we have adopted the method at your plants? There are two basic reasons recommended by the National Safety Coun for any safety program. cil for classifying off-the-job injuries. An First, it is humanitarian, it eliminates suf off-the-job lost-time injury is any injury fering, it creates a feeling of security. It that occurs outside the course of employment 33 which .requires. Joss of time from the *job of one day or more or results in some per manent loss of function. Also, we follow the National Safety CounaTs. requirements on calculating off-the-job exposure hours which are as follows: The total off-the-job exposure hours are calculated bn a monthly basis by multiplying the number of employees on the roll at the end of the month by 312 hours. The 312 is arrived at by considering the "active" offthe-job hours of a five-day work week period of 10 years, for the same emplo injuries experience* JO or a 51 per ecu range trend with > ddents company-w provements althou, slight However, tl year over the pre1 trend with resped over this 10-year above automobile a (eight hours per day) plus active hours of two rest days (16 hours each). Thu gives (40 + 32) 72 off-the-job exposure hours per week which, when multiplied by 4% weeks per month, gives the 312 hours per employee per month. It is realized that ex posure hours vary because of vacation, over time, temporary employees, unusual working schedules, and normal fluctuations of em ployment These variations tend to balance and much clerical work can be saved and a uniform system established by using the 312 hours. The frequency rate of off-the-job injuries can then be calculated in the same manner as on-the-job frequency, namely, by multi plying the total number of off-the-job in juries by one milfion and dividing by the total off-the-job exposure hours. Another chart at rates for the Kinsta the-job frequency injuries experience* and the frequency over-alt. trend wit] injuries at the Kin sistent improvemen even though there (1960 and 1961) w reverse itself. Last history* This year same trend is true ddents are concert dramatic as the ov< to falls, the trend a same as it is on a major non-work i falls are increasing. Now that we have discussed the reasons Probably one rea for an off-the-job safety program, the tre in automobile acdd> mendous problem of off-the-job injuries, riod at the Kinston the reporting, classifying, and calculation of phasis. that has b< off-the-job exposure hours, I would like driving and on the to review the off-the-job injury experience which has been in of the Du Pont Company and the Kinston years. We have 1 plant for the'past 10 years. reported to us in w Our experience has enabled us to make definitely prevented various charts based on .the company and injuries from being plant records. aeddents in the ea One of our charts is for the Du Pont Company as a whole and shows the total frequency rate, the frequency rate for in juries experienced in automobile accidents, and the frequency rate due to falls. The fre quency rates for automobile accidents and falls were broken out because these are the some 40 per cent injuries and these serious injuries and time they account i The off-the-job from every' concdv them would be rath two major causes of off-the-job injuries. It resulted in tragedy should be noted that the total frequency rate all read the freak at \ for this 10-year period first showed a con by the National 1 sistent decrease and then after reaching a have experienced sc alow in 1958, there has been n trend in the mention few of th wrong direction. However, over tyis same 1. Remember the 34  -I the on-the-job frequency >yees reporting off-the-job i a decrease' from .61 *to. it improvement The long respect to automobile acide generally shows imgh this has been very tere was an increase last nous several years. The t to falls has increased period and- now ranks -ccidents. tows the same -frequency n plant; namely, total offrate; frequency rate for 1 in automobile accidents, rate due to falls. The h respect-to off-the-job iston Plant shows a ccnt over die pasttlO years, were a couple of years then the trend seemed to year was the best in our will not be as good. The as far as automobile ac ted although it is not as. nr-all trend. With respect t the Kinston plant is the ompany-wide basis in that injuries occurring from son for the improvement ents over the 10-year pei plant is due to the efn:en placed on defensive safety seat belt programt effect for about three tad numerous situations hich the use of seat belts injury or prevented the more serious. Automobile iriy years accounted for of the total off-the-job were usually the more fatalities. At the present 'or about 20 per cent injuries have occurred able cause and some of ier amusing had they not for someone. You have tddcnts reported annually Safety Council and we ime just as freakish. To e more unusual: quick draw craze of n few years 1 off. his.big quick as hi curred at at recently. 2. An es injury who with his b< rather vigot hit himself i 3. Anoth the shaving in copious q eyes. This t 4. This i; A driver di into a filling needed soon exactly wh< put it intoi some in. Vi to move it drain the ra person was How mai ants putting cigarette? I would s perience the the past tw between the 1940, there' required ho been two s in hospitalu The expe cral years a house in V women hav furniture pc wife had i bedroom. Sc the children what the tt a-light Ho the children she was ace rearranges this time th the stairs a of the itai hurt Kriow and a brokt The moral i . * Textile Section. few years lock. We had.an employee shoot off hi* , big toe when'Us draw wasn't as quick as his trigger finger. This also oc curred at another plant in the company just recently. 2. An employee lost time due to an eye injury when he struck himself in the eye with his belt He was removing his belt rather vigorously to disdpliiie his child and hit himself in the eye. 3. Another odd eye Injury occurred when the shaving lather in an aerosol can came out in copious quantities and got in an employee's eyes. This was not "lazy lather." 4. This is one that I read about recently. A driver drove his small foreign make car into a filling station and naturally enough he needed some gas. The attendant not knowing exactly where the gas tank was started to put it into the radiator and. actually, did put some in. When attempting to start the car to move it to another location in order to drain the radiator, it caught on fire and one person was burned. How many times have you seen attend ants putting gasoline in cars while smoking a cigarette? I would also like to relate a personal ex perience that occurred in my family over the past twenty years. I have four children between the ages of 21 and 11 and since HMO, there has been only one accident which required hospitalization although there have been two serious falls. One did not result in hospitalization. The experience occurred to my wife. Sev eral years ago we were living in a two story, house in Wilmington, Del As you know, women have a tendency to rearrange the furniture periodically. On this occasion, my wife had rearranged the furniture in the bedroom. Sometime during the night one of the children called out and she got up to see what the trouble was. She did not turn on a- light. However, in going from the bed-to the children's' room, she made the turps that she was accustomed to making prior to the rearrangement of the furniture. However, this time the turns took her to the head of the stair* and she fell the complete length of the stairway. Fortunately she was not hurt seriously. She had a banged up knee and a broken nose but was not hospitalized. The moral of this accident is "don't let your wife rearrange the furniture," (How can you stop her?) or make sure a. light is turned on before moving around at night, . It might be well at this point to outline what needs to be done to get an off-the-job safety program started. 1. As I mentioned earlier, you must know what your problem is before trying to solve it This can be determined by instituting an injury reporting system at your location. I would suggest, you follow the National Safety Council's `recommendations. 2. After determining your problem and the magnitude, you must sell your manage ment on the importance of an off-the-job safety program. 3. You must incorporate an off-the-job program with your present-safety program. I would strongly advise against trying to have two separate programs. 4. Sell off-the-job safety to your em ployees the same way as you sell on-the-job safety. Use every means available -- safety meetings, safety contacts, safety literature, safety films, etc. This requires extra teach ing, training,, and .the development of safe attitudes, since when your employees are away from the job they must rely entirely on themselves, as they are not in a controlled environment and what they do is not super vised. 5. Encourage employee participation the same way as you do with your on-the-job safety program. & Encourage your employees to.partidpate in community safety meetings. There are many organizations which are willing to carry out safety projects in your community if they just know how to do it 7. This to me is the most important point with respect to improving safety in the fu ture. Safety improvement will come through education of all people with respect to the safety hazards that they encounter day to day and how to avoid injury when the haz ards are encountered. It must involve our ed ucational systems from kindergarten through college,, It is impossible to completely remore all the hazards, so through education, we can build safe attitudes which will help' people avoid injury. With respect to education, the National Safety Council publication, "Family Safety," is an excellent magazine for use by em- 35 1963 National Safety Congress ployees. We distribute a copy to each plant employee. It has been well received and contains worthwhile articles on home safety. With respect to the magazine, I would like to quote from, a recent National. Safety Council publication "The Family Safety Story," which describes the phenomenal growth of this publication. First; I would like to quote J. S. Queener, manager of the safety and fire protection division, E. I. du Font de Nemours and Co., Inc., who says "The emphasis on non-work injuries apparently creates a favorable state of mind which carries over to an individual's safety performance on the job.... This, we bflieve is what largely accounts for. the 50 per cent reduction in company injuries since 1952" (when the firm's off-the-job safety program began). Secondly, I would like to quote Alan Kling, director of loss prevention, Olin Mathieson Chemical Corporation, who says: "When considering off-the-job safety, most people visualize information flowing from the plant to the home. Frequently it flows in the opposite direction. The hazard'of bat tery add can be translated to large-quantity use in the plant The skull and crossbones on the can of lye used to dean the drain in the-kitchen sink emphasizes the precau tions necessary when handling caustics on the job. A basic understanding of danger can be the found job safety knowlet "From an ecom safety is good t ployee morale. It community relatic force for on-the-j And, third, Ks President, New 1 "Can you afford t to save a lot? In we spend $10,000 achieve only a 10 would be ahead $6 I have attempte of having an off-t the importance O gardless of where the ten-year perf Company and the to lost,time injt major causes to s made in off-the-jd affects on-the-job This, then, is a < Does it not emph: off-the-job safely, company, to your country? You can operate at your 1 off-the-job safety. SAFETY PROGRAM IN A M< FINISHING PLANT By R. P. TIMMERMAN Vice Pres^ Graniteville Co., Graniteville, The Graniteville Company has always be lieved in providing adequate safety facilities for its employees, because these employees are certainly our most valuable asset I am_ sure that many are familiar with a finishing plant operation. We must realize that this operation contains many potential hazards. We operate lif*. trucks throughout our plant and warehouses; we consume vast amounts of both propane and natural gas; we handle numerous corrosive and inflam mable chemicals st rine, peroxide am we use millions of much of this stcan sure--and this cn hot weather. Post plant under high v of machines used be properly guarded These are some hazards. We must Iqtion for building specific dge and understanding, xnic standpoint off-the-job lusiness. It improves em: is an important tool in ns and it is a vitalizing ob safety programs." irl T. Dutschmaim, Vice fork Telephone Company: tot to spend a little money our case, for instance, if on a safety program to per cent improvement, we 5,000." id to show the importance he-job safety program, and f eliminating injuries re* they occur. I have covered ormance. of the' Du Pont Kinston plant with respect iries off-the-job and the how. that progress can be b'safety, arid that this also safety. case for off-the-job safety, isize the importance of an program to you, to your community and to your mot afford to continue to ocation without including 3DERN s, c. tch as adds, alkalis, chloi highly toxic solvents; ' pounds of steam daily-- i is under very high pres ates a heat problem in rer is brought into our oltage, The large number in our operation must L Much lifting is required, i of our many potential realize' the existence of these before steps to dimi We have: that safety with product stem believi observed ove ment or rial ante had tk record. Safe turns and mi ful attention finishing pro production s ministered b tees. In the i is aceomplis women do t and with tiie We rtalin 100 per cent it to be a s convinced ol but we assi this prograr it out We make safety progi 1. Having rectly to me 2. Person cussiocs jux nuttee. 3. Person meetings. Our safe) from among alize that hi 1. How t in the plant Z How t employees f< In other sponsibility to work an ployees prac Acddent j distinct, sep: themselves - equipment, hazardous, < in a safe m these two. OFFICERS OF THE TEXTILE SECTION NATIONAL SAFETY COUNCIL 1963-64 General Chairman--John B. Skinner, Chief, Industrial Hygiene Section, American .. Mutual Liability Insurance Co., Wakefield, Mass. Vice Chairman--G. A. Booker, Safety Supervisor, Chemstrand Co., A Div. of Monsanto' Chemical Co, Pensacola, Fla. Secretary--B. S. Strength, Safety Supvr., Chemstrand Co., A Div. of . Monsanto Chemi cal Co, Greenwood, S.C Newsletter Editor--Fsed L. Thackston, Claims Adjuster, Abney. Milk, Anderson, S.C Engineering and Health Committee--I. M. Davidson (Chairman), Southern Div, Engi neering Mgr., American Mutual Liability Insurance Co., Atlanta 9, Ga.; *Charles L. Trommeb, Corporate Safety Director, Mohasco Industries, Inc, Amsterdam, N. Y..; J. D. Broun, Safety Director, American Enka Corp, Enka, N.C Education and Training Committee--Max D. Poore (Chairman), Industrial Relations Mgr., The American Thread Co., Marion, N. C.; +E. L. Permenter, Senior Div. Service Representative, Loss Prevention Dept, Liberty Mutual Insurance Co., Spartan burg, S. G; G L. Henkel, Safety. Supervisor, E. I. du Pont de Nemours & Co., Kinston, N. G . Membership Committee--R. W. Lane, Jr. (Chairman), Plant Mgr., P. F. M. Division, Johns-Manville Products Corp., Marshvitle, N. G; 'Robert I. Barr, Safety Supervisor,. Industrial Rayon Corp, Division of Midland-Ross, Painesvilte, Ohio; Ralph Howland, . Head Public, Relations Dept, Chatham Mfg. Co., Elkin, N.G Synthetic Fiber Committee--'Raymond E. Mack (Chairman), Safety Supervisor, Fire stone Textiles, Inc, Gastonia, N.. G; *A. E. Connelly,' Safety Supervisor, E. I. du Pont de Nemours & Co, Martinsville, Va.; Frank Hornby, Jr,' Insuraace Mgr, J. P. Stevens & Co, Inc, New York 36, N.Y. ' Cotton Gaining Committee--Tony Price (Chairman), Public Relations Director, Texas Cotton Ginners Assn, Dallas 26, Texas.; Robert Collins, Executive Vice President, Arkansas-Missouri Cotton Ginners Assn, West Memphis, Ark.; Herschel McRae, Director, National Cotton Council, Memphis 12, Term.; Vernon P. Moots, Engi neer in Charge, Stoneville Cotton^Ginning Research Laboratory, Leland, Miss.; Alfred M. Pendleton, Extension Agricultural Engineer, Dallas 2, Texas. Off-ihe~Job Committee--Jobs G. Sayers (Chairman), Supervising Engineer, Loss Pre vention Dept, Employers Mutuals of Wausau, Charlotte 2, N.G; *H. S. Baucom, Director of Safety, North Carolina Industrial Commission, Raleigh, N.G; J. F. Ginn, Personnel Mgr, Scottdale Mills, Scottdale, Ga. Fire Committee--*H. E Williams (Chairman), Safety Dir, Fieldcrest Mills, Inc, . Spray, N.G; *Glenn G. Fleming, Corp. Safety Director, Celanese Corp. of America,. 45 Charlotte, N.C; Charles J. De Wirr, Asst. Division Liberty Mutual Insurance Co., Atlanta 2, Ga. Publicity and Association Committee--John M. McAlpin Safety and Plant Protection, Celanese Fibres Co., Rock W. J. Dickey & Sons, Inc, Oella, Md. Rules and Regulations Committee--W. C Cheel (Chairman Dept of Labor, Raleigh, N.C; *W. M. Kleinmank, Johnson, Chicago 38, IU. Contest Committee--William A. Hawk (Chairman), Dir. ville Co, Graniteville, S.C; `Forrest N. Petty, Safety Inc, Danville, Va. Nomination Committee--Mrs. Ida C. Ayers (Chairman), Collins & Aikman Corp, Albemarle, N.C. I *W. M. 1 Johnson & Johnson, Chicago 38, 111. *A. E. Connelly, de Nemours &,Co, Martinsville, Va. Advisory Committee--Mrs. Ida C Ayers, John J. Burgi N. Petty, E. L. Permenter, H. S. Baucom, H. E Wn Baer, W M Kleinmann, G. G, Fleming. Staff Representative--Paul Schleich, National Safety < Ave, Chicago, Illnois 60611. Past General Chairman. Mgr., Loss Prevention Dept t (Chairman), Supervisor of Hill, S. G; `John J. Bubgxr, ), Safety Dir., North .Carolina , Safety Director, Johnson & of Safety & Training; Granite& Benefits, Dan River Mills, , Asst to Dir. of Personnel, Kleinmann, Safety Director, Safety Supvr., E. L du Pont Ot, A. EL CONKELLY, FOSEEST xiams, G L. Trommee, R. I. Council, 425 North Michigan i; < V -1 MEMBERS OF THE YOUTH ACTIVmES CONFERENCE NATIONAL SAFETY COUNCIL 1963-64 Donald M. Higgins, Vice President Claude ie St. Pais, Chairman Members--Claude be St. Paer, Program Assistant, American Farm Bureau Federation, Chicago, 111.60654; Da. Walter Jacoby, Director, Youth Activities, American Institute of Cooperation, Washington, D.-C 20006; Livingston L. Blais, National Director, American Junior'Red Cross, Washington, D. C 20006; Frank P. Loweey, Assistant Director, Auto Industries Highway Safety Committee, Washington, D. C 20006; John L. Masks, Director, Rural and Education Division, Automotive Safety Foundation, Washington, D. C. 20036; Donald M. Higgins, Director, Health and Safety Service, Boy Scouts of America, New Brunswick, N. J.; Alex A. Mateski, Associate Director, Program Services, Beys' Qnbs of America, New York, N.Y. 10017; Miss Elisabeth Stbom, Director of Camping, Camp Fire Gris, Inc, New York, N. Y. 10013;. Roy Haeusleb, Automotive Safety Engineer, Chrysler Corporation, Detroit Mich. 48231; Harry Applegate, Executive Secretary, Distributive Education Chibs of America, Wash ington, D. C; Ed Reeves, 4-H and YMW Programs, Federal Extension Service; Wash ington, D. C. 20250; William Paul Gray, National Executive. Secretary, Future Farm- ' ers of America, Washington, D. C. 20250; Miss Mobbed Reel, National Advisor, Future Homemakers of America, Washington, D. C. 20250; Miss Mary Weeks, Program Spe cialist, Healthand Safety Education, Girl Scouts of the USA, New York, N,Y. 10022; Mbs; Thomas J. Ford, Field Service Director, Girls Clubs of America, Inc, New York, N. Y. 10017; Hugh B. Sweeny, Jr, Program Director, Junior Achievement, Inc, New York, N. Y. 10019; J. FRank McCabe, Director,. Youth Services, Kiwanis International, Chi cago, IE 60611; Clarence A. Johnson, Supervisor, Activities Planning, Lions Interna tional, Chicago, EL 60601 p Rev. Frederick j. Stevenson, Director, Youth Department, Na tional Catholic Welfare Conference, Washington, D. C. 20005; Dr John M. Eklund, Director of Education, National Farmers Union, Washington, D. C. 20005; . Kenneth H. Anderson, Associate Director, National 4-H Service Committee, Inc, Chicago, I1L; Wib Jusn, Director of Youth Activities, National Grange Youth, Washington, D. C. 20006; Miss Miriam Ephraim, Program Director, National Jewish Welfare Board, New York, N. Y. 10Q16;. Miss Frances Tompkins, Executive Secretary, National Student Nurses' Association, Inc, New York, N. Y. 10019; Frank E. Ladebeb, Director of Safety, Nationwide'insurance Company, Columbus, O. 43216; Louis C Juetnich, Boys' Work Director, Optimist International, St Louis, Mo. 63108; Joseph H. Kraus, Coordinator of National Science Fair International, Science Onbs of America, Washing ton, D. C 20006; John S. Wood, Associate Executive Secretary, United Christian Youth Movement New York, N. Y. 10027;-Paul Lehman, Director of Health and'Safety, U. S. Junior Chamber of Commerce, Tulsa, .Okla. 74102; John Mathieson, National Director, Youth Activities, Veterans of Foreign Wars of the United States, Kansas City, Mo. 64111; John P. Fisher, Secretary for Work with High School Youth, Y.M.CA, New York, N. Y. 10007; Mrs. Lillian Hexvzy Jackson, Teenage Program Consultant, National Board, Y. W. C A, New York, N. Y. 10022. s. '.r V is 121