Document ByZGV5zLOp727eogBZ0B30BV8

r 102 35th National Safety Congress, 1947 on lest time accidents, doctor's care injuria, son of actual and espcritri frequencies readily or minor injuries. Cendutiom dnm from shows the presence or afwrnrr of acddent any one of these areas applies to tbe other prone employees. areas because there is a high correlation be> tween the various types of acridenU. For example, in one study rtr.ide by the author it was found that lost-time-acridcnt employees averaged && minor injuries during; the ooe year period Involved, whereas other employees had an average of only g,i minor injuries. Similarly, employee* having doaorVcuvinjuries averaged 54 minor injuries whereas Figure 5 giver the malts of an acddent prone investigation in a paper mQL Tbe pe riod mitred was one calendar year during which time a total of 946 employes sustained 9074 minor injuries. The figure shown that 909 employees sustained 00 Injuries during the year, whereas a chance distribution would lead one to aped only 97 employees haring no teddena. On tbe other hand the number others bad only 30 miner injuries per em of persona sustaining a, 5, 4, 5, or C Injuries ployee. U has toog been recognized thax a was las than would tbtorrtksDy be cxpected- definite relationship exists baween lost time accidents, doaor't-care-aceidcats, minor in This would indicate that tbe aafay work juria, and no-injury What is done within the null was not only highly equally important, although usually not real effective, but the point of diminishing returns ized, is that this relationship emends to the had been reached, and little further improve specific individuals involved. Further, there ment could be expectad by an expansion of is a bigb degree ot relationship between one the type of safety work being done. A slightly period and another. Tbe individuals who larger number than expected sustained one hare most aeddaus during ooe period are minor injury. Inasmuch as those having from the same individuals who have tbe moat acci two to six injuries was --tw thaw expected, dents during another period. These Trillions we can conclude that acddent investigation* facilitate behavioral research on accident and subsequent action on persons having a prone employees. After all, you mnnnt ex- single Injury were effective in preventing fur- pea to have an employee who is so aeridcot tber acddents. So far. the picture is highly prone that be breaks his leg four times in favorable. When we compare the sonsl awd one year. Acddent prose research can thus expected frequencies of those haring seven be based on minor injuries which are quite or more injuries we see that many more cm frequent, and coodusioot will be found to ployees were included than could be ne$e*i*A hold for the more important km time acci In tact. 79 pccaooa bad la or mure isjarln dents which are relatively small is number - (maximum of 52) whereas we would expect and consequently difficult to analyse mathe only two persons in this group. These are she matically. employees who are acddent prone and whose behavior must be studied intaasivdy on an '11k procedure for detecting accident prase employees is relatively simple. AH employees individual basis. They are the persons who, for one reason or another, are not being who have worked during ail of the selected reached effectively by tbe type of safety week period are listed together with the number currently bring dose. They are also tbe per of injuries they sustained. A frequency table showing the number of employees having each number of accidents is axutfuctitd. and sods who are affecting tbe accident rate to the greatest degree. Ia far*, the elimination of acddent pronencss of these 79 employees the average of accidents per employee is (8%) would remit in a 4$% decrease to total computed. Tbe actual average number of minor Injuries. A reduction of this should accidents sustained is that used as a basis be welcomed by any safety director. for computing bow these accidents would be distributed if no acddent prone employees Figure 4 gives the same type of data lot were contained in the group being studied, the Minneapolis Gas Light Company. Tbe these computations being made from figure obtained from appropriate tables of 'Frisson's exponential binomial expansion.* A compare- data are bared on all injuries (minor and major) which acourted between 194a and 194A indurive. Figure 4 shows that more the expected number of employees woe c *TaW avaibhlein Frarvaa, Kari, Tables fm f1M91u4;timnaMd iVo<lWina, SKin.aCil'Lii,i 1-- 1 Caafittn sJVFw*a, limit, D. V* Nostnad Cawpegy. ISO. ridem free, and torn than the expected renp her sustained on* or two accidents .This at< tots to the effectiveness of the current safety ASSE and Industrial Subject Sessions 103 work, ao far as tbe bulk, of employees are cooesaed. Again, however, there is seen to be a relatively small number of accident prone employees whose behavior seeds to be investigated. Tbe worn x per cent of the cm- ployees account for 18 per cent of the acd- dents, and the wont 7 per cent of tbe t& ployees account for 44 per emu of the acridents. Again an exceedingly fruitful field of endeavor has been brought to light, FIGURE 3 CosipAiaoN or Actual akd Exrecrxn UisnueunoM or Mm* iiqwtn (X Paper Mill, 1940) Injuries per Employee 3 4 5 Actual 309 *73 **4 67 46 55 *7 Employees Having There Injuries Theoretical Expectation 37 119 *94 sic* 170 Difference *7* 54 --JO "*4J -**4 - 1 8 9 loandom 4 79 11 to 77 Total Employee* , Total Injuries Injuries Per. Employer:------------- -F*74 - M5 FIGURE 4 Comnaxm m Actual ako Zxncren DmuwnoM or injimv Aconom (Minneapolis Go* Company, I9*x-i9*ff> Injures per . Employee Actual M3 9* *3 5 8 Employees Moving These Injuries Theoretical Expectation *5 **9 4* . 9 s Difference 38 -S8 --18 ? Total Employe* Toed Injuries . Injuries per Employee--.... Similar snalysm can be made of specific departments and rimBar results will be found. Figure s gives and: dam for a department wherein the work conrisu essentially of inwaning and adjusting gas applianco. 'The wort enmatos muneroes hazards. After all, gas h an explosive, and tbe employees within this dqsnaoa deal with defective burners and leaking gas. They scad most of their time 00 totwiiBtrt property and are thus susceptible to the many hazards which may be present. In spite of aH these hazards, tbe safety record is good; aa avenge of almost one injury per man per fire years. Again, the effect!renew of the safety work is seen for the majority of employees. Throe per cent of tbe 7 .".'C2:Ai , 'SZ- j ' :* ryu'4t KM 35th National Safety Congress, 1947 employee* account for 15 per cent of tbe ac cidents, and 10 per cent of the employees account for 36 per cent of tbe aeddenu. "freak,** occurred by dunce, or ha* a cause different from tbe other accidents of the em ployee. Although this may be true for a F1GUXE 5 Accident Pkoneness Investigation Basis on WOUHtNS COMPENSATION Aocrents BETWEEN 1^41-1946 lKOiUlVt Minneapolis Gas Light Company Utilization Department Accidents P" Employee Actual Expected 0 1 z 3 4 or more 4**5% S-o 16.1 6-9 3.3 37-*% 36A 1L1 6.0 1B Number of Employee_________ Number of Accidents-,...,,.,.86 Average Aeddenu ........................ .99 FIGURE 6 Acokht TnOKccta* bnuncAtioa Basis os WauKca CoMmunoH Accbckts Bnwm 194X-194S ImaMm Minneapolis Gas Light Company Meter Shop Accidents P** Employee Actual Expected 4-7% *6.7 M-% 4 or more 6-7 9-9 *3 Number of Employees.___ Nhmber of Aeddenu .__9 , Average Aeddenu -........0 These are the employees who must be reached if any appreciable aeddent reduction is to lake place. Not all departments will indicate the pres ence of aeddent prone employees. Figure 6 gives one such. The work consists primarily of repairing and rebuilding gas meters in cluding dealing with tinsmith and various other band and power tools, soldering irons, metal plating baths, spray guns, etc. Figure 6 shows that more than the expected number of employees sustained a single aeddent dur ing the five year period, but that fewer than the expected number had no aeddenu and no employee had more than two. This depart ment has no aeddent prone employees, the cause perhaps being the elimination of actadent proneness as soon as any employee has a single aeddent. Many additional figures could be presented. Those given, however, should serve to illus trate typical findings. single aeddent, the multiplicity of aeddenu shows that a common factor appears in aunt or all of the acddems of this employee. In order to find this common factor all records must be studied. These include physical, psychological and psychiatric ex aminations if available, employment records, absenteeism records, and all others available. Opinions of the employee's supervisor should * be obtained, and tbe employee's work habits should be observed carefully. Frequently it is desirable to bold lengthy interviews and discussions with the employee himself. Far from resenting this, it will usually be appreci ated by -the employee if it is handled propcrly. The employee das not want to have aeddenu, k-ls merely a case of not bring able (under tbe existing circumstances) to avoid them- In all probability be will be * ' most willing eooperaior if he thinks that be will not be blamed or penalized in any man ner- Having determined who are the accident prone employee* within a company, plant, or deparunem, the next step consists in find ing the causes of the aeddent proneness. This must necessarily be done on an individual basis, for the cause will vary -from one em ployee to another. Records of all aeddenu in which tbe employee was involved should be studied carefully. Caution must he used to avoid concluding that -each aeddent was a The possible causes of -aeddent proneno* are legion. Physical causa indude defeat of virion, bearing, and coordination. Physio logical causes indude organic diseases, blood pressure, fatigue, exeat of food or alcohol, senility, etc. Psychological causes include emo tional upscu caused by worry concerning job success, discharge, layoff, demotion, ability to get along with the supervisor, fellow employ ee*. or subordinates: out-of-plant worries in ASSE and Industrial Subject Sessions 105 volving the borne and family; lack of per sonality adjustment; poor attitudes; and many others too numerous to motion here. Tbe cause of aeddent proneness may be iajgely the fault of the supervisor. Lack of sulSIBrfeot training or an improper type of training is often involved. An employee who U correctly trained will have far fewer aed denu than will others. Safe work habiu and unsafe work babiu are equally easy to learn, ft is exceedingly important to train new em ployee* or old employees on new jobs, in safe work habits. If our training is adequate, the Htriai will have so orcricamed safe meth ods that they will react almost automatically in the safe way. A very fundamental technique for eliminat ing aeddent prooenes is that of proper job placement. Discussion of this technique will be left to tbe following two speakers. In summary, I have attempted to make the following points. 1. Safety engineering from the mechanical point of view has been highly effective in tbe past, but has reached and sometimes rxrcortfri tbe point of diminishing mums. It must be continued to maintain our present safety record, hut "mmi logically be expected to make any forthra significant reduction m our aeddent rate. x. Mas nfery appeals, such as typified by the cduationaf or inspirational approach, have likewise been highly effective but have reached the point of diminishing returns and cannot be expected to result in any further sfgnifiont reduction of our aeddent rate. 3. The accident rate of today is much higher than it need be, and can be reduced sharply if personality and behavior are given their proper emphasis. 4. The prestige due safety has suffered im measurably because the typical Safety Di rector has wasted his time on relatively unimportant matins and so failed to do constructive work in the area of employee personality and behavior. 5. A relatively small number of employees account for tbe great majority of industrial injuries. These employees are so highly sus ceptible to acddems that they cannot avoid having them regardless how anxious they may be to do so. 6. The accident me of any company or department is highly dependent upon the number of aeddent prone employees within that company or department. 7. Tbe aeddent proneness of employees mist be eliminated on the basis of study of individuals rather than generalized > techniques. ft. Individualized remedial work to elimi nate aeddent prooenes* must be along the lines of employee placement, employee train ing. and correction of personal factors of physical, physiological, and. psychological nature. Values ol Jab Placement in Accident Control By WILLIAM H. HOLLIS Research Associate, Center ior Safety Education, New York University; Instructor of Industrial Safety, Sterens Institute of Technology This matter of job placement, iu values, and iu methods, seeds some "straight talk" or what it really being done about placement in industry rather than what is being written and said about it- Pot every rarefui and sdcntific job of proper placement id tbe shop, thaw are probably a dozen nesting upon colIcctive misunderstanding, badly administered and inadequately interpreted testing pro grams. hastily planned and incredibly prej udiced or incompetent interviewing, and all the mumbo-jumbo characteristic of moral metaphysics and pseudo-science. And for every unscientific placement job. there are perhaps one hundred instances in which there is no attempt at proper placement whatever be yond the feeble efforts of some well-meaning but grossly uninformed "straw bon," This h no theory; it is from shop experience. At the outset, we are not going 10 discus' the placement, testing, and interviewing ut supervisory and managerial personnel. Mud) has been said about that; much has been written on that; and perhaps too much money and time are being spent on that. There are countless agenda of consulting personnel ex r 106 35th National Safety Congress, 1947 pens charging anywhere from $io to $>5 a man-hour or more who provide jsdos trial management* with assorted statistical re ports, bi-*erial and cosine-pi tetracboric cen troid correlations, and Rorschach records in seventeen ookis. Please do not misunderstand me. Some of this stuff is good ~t some ol this stuff is practical. But where doo it start--top management? Does it cm- get down in the shop? Do the boys in the shop smOe knowingly when the **p*ycbo-guy" comer around with his rod pAirfh rwt "ubwo sheets?" My theme, as nni fe Old Joe, Shopman, and bis proper placement. Let as take a specific, concrete Instance to show why we are going to tell: about the placement of Old Joe, Shopman, islhcr (ban Eddie the Exccntive. In a certain plant trdl- known to some of you, management was con sideling expanding its machine-shop facili ties. It also wanted an industrial --naggr g| penooncL Expansion of the shop involved about fifty Atiled workers at the ol rate that skilled men are getting there days, majority of casta. The indraft 111 manage ment job analyses had nor been made and the job evaluation itged upon varices **** boon and nip jnrigmrma bureau six and ten thomandi dollars a year. Getting the sndiioay of in mo lion, the cnmpaoy really gave Eddie ike Ex ccntive a votknat. Beminaiianiatia viewed, and leaured by Btn company men from the amass* east Iwu iku to the chid Inritmrtal raging 1. Be wa pretested,--M and pon-tested srith r ii 1 putting does in holes so the man mg of ink-blocs, yrfwviiig Eddie wm am tioialiy imearre. tempmimnrsny majnSj--- ed. and usniaiituBy pm* to make im portant ilrrmnm, the plane peychofagbt and the several luwiliiig osgaaiaa- chair with photogenic secretarial accessories. How modi did it core to put Eddie in that chair? Let us not lay any mtitfki end to end until we get to those fifty Joes, Shop men, "d ttwr pliMnw.1 These shopmen came In one by one. When the ofia girl and the bored employment clerk were not busy filing papers, they bad a nice talk on the weather and how much the job paid before the last rate review. Some of them were asked to fill out various papers, others had worked in the shop before and had been laid off. and seme knew the foreman, a fellow brought In by the nnr factory soperintoxl- tat, a production-pusher from Detroit. The fifty men were finally hired and the shop got underway at a total labor cost ol several thousand dollars a month, roughly as much as Eddied job was worth In a year. Incidentally, afro Dying out a tat on a couple of the shopmen, the Ida was dropped because tbc felkms said they could not write and did not want to be like "school-kids again." Within the first month, one of the shop men had a broken arm. Bm be wasn't a last-time case the way they figured U. They F" him his $153 aa hour jtm to sick around and lock busy srith hta good sum. He was given several rca periods id improve shop <iiiul rdataona. Another shopman made a mistake--this fel low always trade k was the sny be son born perhaps and be stmfi an epos- oad wtench instead of a part into tbe mov ing pom of an $i8jg jig bore. Thu wm bm a bet-time erne either. It was jmt an "am- dene" no one was Injured. Of uewne tbr msfMwf twerind some new mtiap and shafts and several hundred horns of repair and ad- proire id, but thu did net ya tnm the statis tics on reridtnrt. That jmt nmde dm pro- , muq, amdesm? They a 1 kind and this shew had ias r baa its 1' I * In an? jab. any. decision evoyeas. knew a place Eddie in a jab I ASSE and Industrial Subject Sessions 107 at a few thousand dollars a year. Meanwhile, tbe shopmen who will handle a hundred thousand dollars of material and equipment a month arc pulled In off the streets, looked at and talked to for fifteen minutes, given a few tools and no job instruction, and toM to go to work. In a month's operation tbe acridents, tbe errors, tbe mistakes, and the lack of planned performance of that shop cost tbe company ten to twenty times the value of Eddie's job when that job is performed at its peak eSdcncy. Is your company spending thousands of dollars on overhead jobs and job placement? Is your company neglecting tbe hourly worken proper placeman? Arc you having costly injuria, property damage, pro duction slow-down*, and expensive produc tion delays that the neglect of proper place ment so often entails? Make no mistake about it: Old Joe, Shop man, and tbe thousands like him, with his human equipment, bis assess and liabilities, are your company. If be is property placed and suited to bis job, be is capable of backing and helping co build a great enterprise foe you. If be I* haphazardly thrown into the shop and p--* around in the cfica he b capable of mistakes and afridrnts of hvalqtl- able cost. We arc not bo* thinking about the cooscScms' wreckers and strike-happy tai--rtss. the^ xre a minority and on be usntroOad We arc talking about Old Joe and hb n conscious Tarrtnnhwr. hb (notion, hb awi tents. fab nnanalyzablc loyalties, the main springs of hb action and dwMns Aa in property-pbcod and diwstiifWii employ, b other words, fa a drogetous man. Could there be any better demosncrarioc cf tbe vaSae of proper t. Job Analysb s. Man Analysb 3. Actual job Placement 4. Periodic TbOow-Up Job analysis involves methods analysb, job breakdowns, and process analysis. It also involves breakdowns of physical demands, environmental or work specificsHops, and psychological specifications required for tbe proper performance of tbe job. Man analyst involves detemiiatfon and measurement of all pcxsonal factors of each working individual and applicant which are relevant to a specific and analyzed work tituadoQ or standardized occupational method. This involves obvious personal factors like physiol condition, experience, and educa tion. It abo involves factors of job inforaatiou and knowledge, skills, and attitudes. It may even involve various measures of phys ical. physiological. peychofogioJ. and psy chosomatic factors. Actual placement involves "cashing in" on all that foregoing analysis. You all know ol tbe plant manager who gets ready to abolish an unproductive department. He calls Cm a short departmental analysb by the Industrial engineers. Tbe indotrial engineers, after four pwaiiw amt four fat reports, rtowniwnd several * l,,r>C"* in the deportment. Tbc plant wMnyf -.hfjutw the unproductive depart man, writing a few changes In Industrial at the same time, in a one-page Mumrimliia rrsdin[ rime, two minutes. Aonl pises mens raqufm tbe bm of anal ysa and rqwcW, and this mtm be the adeo tific anil him: of votes and job*. If the or If they are not roper phcrmrnl the analyses to help t placement. The wi.^ for good judg they window-dressing for eejorika when we are do ______ exactly what haphazardly 01 Iw mac plan k is apparent that what fo9om op cf plKJement there is, b a '-- -------wmm, procurement, and ns -- 1 &-- Cf it bnoc a pan of the per policy of personnel and employes k may be of little value. TC. * 1f Crmprrst, 1947 r afch a tout fnytho-ocanxJc dinbilie applisri for a jdi is the plant from - fee feed been drafted. He was put so f the same job he left. Awing pans, e the fact tku his whole behavior and If k a fluiTit,*k lit m Mrt^nl; it a "cm fiupia* Bat at at going to limit aai dents Beat it oma Unde "myianpod eratB which (Me,fitdsc^otocate pro docioa In--* Of cowrie then axe a lot el aridfna that do nee iourin with pndor rioo. Uoly, tonmi to dtfatnte to the language of my very tnftapw who have a high itspcct for pfajaics and imlwnio-'V bnjpBp far which 1 have a enacoxSexual respea. especially when it b med tcatnidy, with * minimum of idjcaira and poetry im* a twa-rimum of logic and axatbcnntia; con trol will be that practical activity of the engineer which detenaioci and efficiently produocs a desired outcome. Control, then, is the process of getting results, la this cue acrident-free production, planned and eon- trolled production. Now to the values, positive and negative, of job placement for accident control. Let us loolt at the grim and hard faro first. We can blow trumpets aM sing nop of salvation later. Is the America (bat lis ahead tbtn it a huge job to be doee. Since Pearl Harbor five American civilians have become disabled for every disabled American soldier. At lean 1,503,000 men axel women h the civilian population have dhabflitiaa. And every yeas their number increases by aoojooo. through amdents and fllncas or from coo* genital causea. On an average day about seven million people way away from work on ac count of tilness, injury, or other disablements. Today, we mast not only make plant condi tions safe, we have to loin to sake the work worthwhile. Let us look at a few actual cases of place menl. 1. A ptra-dnxr recently got out of the a. A veteran with low of a pardon of his kit kg applied lor a job in a small furniture repair step. The gl fitting prathtxk device he wore was not rcmfartihk. After several nhse-and-a-half-boor shifts mndlag at ma chine and bench, with only very occasional rests, his condition very The kid had gists, he was inww, a pcaon with the morale of a Maris--. Yoa as add your owii coding to this eoe. j. A sew operator h placed on an auto matic nwhipie-spindic aarw at an nndentndy for the set-up man. The set-up man instructs the operator in bow to make While adjtating the depth of thread on the tapping-yoke, the operator's band is caught in the automatic indexing of the spindle carrier. You ran add your own ending to that one. ` 4. In one small shop In New England the night shift is paid a boons in addition to straight piece-rate. One of the mining-ma chine operatern gets in the shop under the inflomre of liquor and goes to sleep in the tool raib after abasing and otherwise molesting some of the boy* in the shop. Awaking after four boon of the night shift hate elapsed, be works with such speed at the ma chine to make his rate that be has an acci dent involving severe personal injury and property damage. That story goes on into traffic accidents and murder. 5. An untrained semi-skilled operator is placed on a job involving varions dangerous chemical operations at high tmnperaturr^ Despite his known lack of experience and training, his youth, and his recent employ- .mat, them all added up to a very severe leg wound which destroyed a large part of the muscle. Now he bobbles around in the same shop. t Smbjfd Sessions 109 many am* hi the Asp Aw ~gmm up the wecksL~ fern afe the nrimhatm and mansbearing eagfoouriog in the world will not dispense with Old Jac. 5te|imin Improved mechanisation jam min him more danger ous if be is lady placed. It was a good idea to have a good look at thh area of negative value that antra with improper placement, ft keeps us away from the starry-eyed sky-pilot who has a scheme for stopping all acridents tomorrow just by taking his Utile pink pill for proper place, mait. There have been many outstanding contri butions to tbc field of job analysis, man analy sis. and placement procedures. Immediately one thinks of Tiffin, VUekx, Bingham, Gar rett and Schnedt, Western Electric; General MoUts, the program of The Adjutant Gen eral's Office of World War U, the work of rime and modem study, the Cilbrcths. Barnra, and Carroll and Mogenson, the work of the Veterans Administration under Scott, and the work of the many advisement and guid ance cemen throughout the nation. For work that illustrates the value o! proper placement in accident prevention we ate im mediately reminded of tbc carefal work of Bridges.-and the program of refcabilitatio*), selective placement, and training of the Na tional Conservation Bureau and the Center for Safety Education, New York University. The men connected with tboc programs, principally John Grimaldi and Dr, Wagner, had to go out and make very careful and cootxoQed studies of proper placement and its procedures. 1 that tbc values that a in the development t of selective placement _ ,, j a small portion of _t fastiill enterprise. This is only ' way ot mying trim wc have said fafasa that much is written and said about gaaps placement now, it is a fashionable sabjwt. but all too little is being done in step throe and lour, actual job placement and periodic loDow-sp. We axe all told that industry's job is to make a tetter product at a cheaper price. We an aS told that America must produce and produce again. We must reward both the employee and the employer with the re sults of their labor. We all want expanding Imiimn. good customer relations, and good relation* with organized and unorgan ised labor. We want to meet our promises, meet our schedule dates and contractual obh^tkms. We want to have our production planning and control, our production fore casting, really mean something. We want to prove to the stockholders and the general public that we have^ healthy and productive bodnos. If we axe to meet the many chal lenges of that kind, we shall have to mm the problem of accidents, errors, and mistakes long before they air allowed to destroy the outcomes of the work situation. Thh means not just proper placement but a continuing and practical program of proper placement with all that it entails ft1 (he way of analysis and supervisory training.. Accident prevention, a part of production management and engineering, calls for ade quate and effective production planning and control. And when'industry finally deddet to spend as much rime and energy on taking a better and continuing look at Old Joe, Shop man, as It presently dom on its bills of mate rials, operations. Bow chans, manufacturing Information, and customer specifications, it may be that we shall eater a new era in which the practices of selective placement and job analysis are as common a part of employment policy as are contracts and agreements Con cerning wages,ibours, and conditions of wxi, jdc !. * u 110 Psychiatric and Psychological Procedure* in Job Placement (Digsst of a Talk) By ARTHUR WQDEB, PhD. Consulting Psychologist Fonmcly Psrsonnl CamahanL Mwdloal Dfcviaion, QatncpQlar Teodor Col The older, tuditfawl idwtion and phamem procedures beans of their subjective element, nnsdenrihe methodology, emoaout assumptions, ntudUUc asd invalid mala must be replaced by the more modem, sci entific ptycbbuik and p^dtologlal method*. Stepa total be taken to Improve the cm* ployinent Interview dttntkm by introducing couna designed to train employment interviewers in human relations and interviewing procedure*. Tbc goided or standardised in terview and the weighted application blank broadens the perspective of employment in terviewer*. The more *--, psychological tesu must be investigated for the purpose of eliminating many misconception* and abases that have developed as a mult of their mis use by untrained person*. Some word* of caution comesuing the proper introduction of these new techniques must be enunciated such as; the necessity for careful roearch prior to routine use; trained psychological personnel in charge of entire program; management philosophy contingent upon selective placement ratba than on out right rejection. Experiences with psychiatric and psydaological methods used in World War U espe cially in the Office of Strategic Strikes (OSS) am be used for tbe purpose of illuscnting techniques which cast be reconvened for in* dustrial application, e^;-, tbe "Kress inter view" and "situational Testing," Enlightened management must incorporate human relations into its framework if it wishes to keep pah and progress hi this Atomic Age. Improving its methods of selec tion and placement by the indnaion of the latest psychiatric and psychologic procedure* is a sup in the right direction. The valoe of psychiatric and psychological selection and pbomot procedures to indus trial organizations may be listed as follows: i. 1*"W sjifKr--1V rr-j" fields ef !a- term, Iwrtrynwrt. and training seg* getting dfaminw fta which be is likely to develop and thereby signify fzc type of work SkcSv e yield soccers. a. Determine pnti mlil capacity in intelli gence, apdeodf, and skill thns remling gasoil kid ef promise and signifying tbe job level candidate may reach and so (Wttroinc training pomlWliiie*. 3. Ascertain Wadosi as mO as aaets *0 that selective platsmeat assy yield the greatest neon In efficiency and job 4. AJfoed a chock on the type of new em ployee admitted to the organization hence controlling its morale, efficiency, turn-ova, sedkot-nu, etc. p Foundation to a new industrial philos ophy wherein humania, or human relathroe, or human engineering is invited to supplement tbe technological progits nd "know-how" in order to make tbe happiest, the healthiest, and the most effiriem nation as well as the most powerful. We may mm up tbe factors-to be consid ered with psychiatric and psychological pro* oednres in job placement as Inflows; 1. Program mutt be supervised by trained personnel. a. Research in tbe form of validation must precede iontine nse of procedures. 5. Special batteries mas be assembled for use with supervisory personnel. 4. Psychological too are today bring sup plemented with tbe weighted applies tion blank, tbe guided or standardized interview, and training courses to em ployment intenfewen in order to per form selection and placement more ef* {actively. ASSE and Industrial Subject Sessions 111 . Projective techniques,"stress interviews," "situational tewing*" and other new, dy namic methods In tbc bands of expert* can revol ctutmHy valuable, and per tinent data relevant to proper job place- k A more complete picture of the appli cant is today achieved prior to place ment ghnnart fnoi the appliestide blank, the interview, the tots of inlrilig--mw, of apriced*, of husoes and tern- penman, and of various dimentions of personality make-up including emo tional stability. In cooduiion; Enlightened management must incorporate tutman relations into its framework if it wishes to keep apace and progress in this Atomic Age. Improving its methods' of selection and placement by tbe inclusion of tbe latest psychiatric and psy chological procedures is a step in this direc tion. XZ- j: jC Safety Belts THURSDAY MORNING SESSION OdobM 9. 1917 J'/rudimf: WH1.IAM F. YAFfT. Dinm, RaoRfe It DcvctapMcnt, Mine Safety Appliances H>l*Wogr of Safety Balb and Ihruww By FBH> A. HTTLMDOCX * Ttrimmtx of Physiology* GMo Stale Pnlencniiy Second, wtat uc tk kfii fma wikfc took ta a mmm fd to **- paUw while wearing variosn types at mfety Me* and hnrncwet. At ptewtat there s itobidy w data cm the fin* of these main topic*. We here initiated a monh on thto subject fanohtag cooptndoe between the Dqammno of Physiology. Grom Anatomy, and Mechanical en^acotag. Since it b obviously txnpomible to cniy oat studies on actual tiring ttout, mw arc usfag fresh bodies. The testing of tM is 4mm by a physiologist using the standiid and apparatus employed in the Meeburical Engineering Department Cor trvring the emph of material*. We hare began with what I* probably the topics and ffiTiftt tiwue to teat, that is bone*. We have been determining the force necessary in fracture a rib. the amount of distention pro* duced, and the point at which the fracture It likely to occur. At first, individual ribs were tested. Following this we split a thorax in two parts and tested each side separately. The next step will be tests carried oat on a complete thorax. At present, ap paratus is being coostruacd for such tern. The tests-are to be carried out while the body tics on the table of a fluoroscope, and we plan to observe by means of the fluoro* scope, and wc plan to observe by means of the fluoroscope the distortion which occurs when femes of various are applied to the tons. With the same apparatus it wfll IryasOk to make x-ray photographs at ofekaf yttoi in the experiment. Data of saetoakk importance has already been coltrad to this way, to few scagm of oar work, we hope to be sMe S tot the tolerance of soft times to wnpasr fames and in the* way determine, lor instance, the fane necessary to tear the awaresf or to rupture the liver. The uraod phase of the research involves dtmmtostkm of the impact force resulting from fiiscot types of *** In various sorts of safety bdts and harnesses. Some work has already been dooc on this phase of the problem. Drop tests with a dummy wearing a mlery belt and equipped with devices for measuring the deednative forces acting at inks* points on the body have been carried om. Laser that tests will be extended to in- chide drop tests on tiring subjects. We also phn to make a survey of the aeddents in mSow industries employing such mfety de vices and in this way determine the type of hazard most likely to occur. The idea] solu tion of the problem, we believe, will involve the construction of a dummy ao built that the various organs and tissues are accurately re produced and containing built-in strain gages by means of which we can automatically re cord the stresses and strains which develop ib all parts of the body when the dummy is dropped for various distances and in different position. It will then be possible to deter mine the protective benefits of various types of mfety derices and, Iflhe limit of tolerance of the human body Is already known, to pre dict what injuria would result from the im pact fore* resulting from various types of falls. I, ."par ..."pnC ay\ 114 Physiology of Softly Bolts (Panel Diacuaaion) Member* of the Working Committee; J. C. Asram, Safety Dir., The Ohio Oil Co. Roland P- Blake, Senior Safety Eng., o! Labor Standards, U. 5. Department ol Labor L VC. Bluakd. PreK. E. D. Bullard Co- J. B. Davis*. Mgr- Industrial Dept-, Mine Safety Appliance* Co. John A. Dickinson, Div. of Safety Codes, National Bureau of Standards J. B. Pokche*. Personnel Dept., Ohio Edi- son Ca C. W. Rose, Pres.. Rose Manufacturing Co. F. A. Van Atta. Industrial Hygienist, Na tional Safety Council DR. YANT: We would like to hear the in dustrialist's viewpoint and get the picture for further help and assistance for this re search project, being conducted by Dr. Hitch cock, Mr. joffe of Ohio State University, MR, BROWN (Consolidated Edison, N, Y.)r 1 wonder if Dr. Hitchcock plans to make some studies on tbe effect of acccleralion on the spinal cord, particularly. Most of our falls have resulted in dislocated verte brae which resulted in partial or total dis ability of the spinal cord, MR. MILTON JOFFE: I have done a few experiments on individual vertebra and they have been somewhat inconclusive, but tbe textbooks state in this case also that, for in stance, the first lumbar vertebra is the une must often injured. We know that tbe first lumbar vertebra will actually crush before the intervertebral disc will* give way. The disc is of cartilage which is a softer material and has more give. In my few experiments, 1 hate never been able to observe exactly what happens. I have either crushed them too much, or not enough. II you crush them too much, you can tell it by observing a whitish fluid or polyposis. When you see that, you know you fut* crushed the vertebral body itself. In several rases where tbe body bad been injured, the disc had also been injured. I don't know yet whether the disc would, be injured first. The difficulty with handling the spinal column is handling it as a whole. It is not just a straight rod. It has three distinct curva tures and it is difficult to find any machine that trill fit it. 1 don't know whether we cart find a mechanical testing machine that will do it. We think it is extremely important, and as important probably as the strength of tbe ribs themselves and yet, because of the curva ture, it k going to be difficult lor us to work on it. The spinal column has a convexity, a lum bar region, a concavity and another convex ity, looking at it from the hoot. It is not straight up and down. Every normal one that anybody has ever seen has a slight curvature from the left over this way and down to tbe right again. That presumably shouldn't be there. If should be straight tip and down, but every norma! one has a curvature. To maintain the proper relationship, it might be a good idea to have some son ot a casting made to bold it exactly that way and then put the pressure on it. You don't know whether normally. It would increase one curvature over the other or not. MR. JOHN DICKINSON: An analysis has been made, of injuries to persons on elevator platforms when tbe safety was applied or which struck oil buffers. This may be of a little value. A thin man will generally suffer injuries to th- arch. A heavy man will often hare back injuries which complicates the thing. A thin man will go through a bad stop on a buffer or a safety with only ankle injuries, while a heavy .man probably will have a bad bade injury. MR, W. MACLACHLAN (Chairman of AJLSJL): I was wondering if the use of these whirling gadgets that were used In pumping the gee* on deceleration could be used on suits prior to using on the body in the drops. We have a piece of apparatus in Toronto, (hat we used in developing deceleration suits and I was thinking chat might be applied a? this time. I am delighted of course, to sec the ad vance that is bring made in this research and others. Some of us had vision* of what might occur and we arc amply repaid in what is coming out because as you well said. ASSE and Industrial Subject Sessions 115 the detailed data that is coming up will go much farther afield In the design of safety belts. MR. BRITTLE (Safety C3otUng and Equipment Co.): I would like to ask Mr. Joffe if be has information as to the age of tbe boDei. MR. JOFFE; These Individuals woe ap proximately 40 yean ot age, medium height and weight. It may seem to you that 40 yean old is bitty bid to consider for the sort of people we are designing these things tot. but the bone structure, which is all wc have beat interested in so far, remains unchanged from early adulthood, about *5 until approxi mately On. The bone structure remains al most identical and it makes 00 difference there. "When we come to investigating the muscular condition, then we shall need younger individual*. Tbe material we got was from tbe ana tomical department which has shown a lot of They know exactly what we want and they recognise a good specimen. They have tbe whole history of tbe individ ual we arc going to use and in many cases they know of CDodiriow that would make, the material unsuitable for us. They know of conditions that wc arc not aware of. so that they do the selecting of the material and I have 00 doubt that tbe material they arc giving us it perfectly normal and free of any other condition* that would change these remits at alL QUESTION; 1 raised that question to de termine wbxher, in arriving at your condutioos, you take coguiaance of the fact that men in advanced years may be urim. MR, JOFFE: We will take that into con sideration at a later study. 1 think tbe only way to go about this Is to gee, as far as paw1ble, normal, healthy, younger Individuals, because everything cbe Is a variation from that. If you don't know what tbe norms] standard is. you can't possible tell what is going to happen in individuals that are not oscaciaUy normal. QUESTION: W3J you arrive at a figure where you wQl have anything tike a safely factor? MR. YANT: I Mnk the first thing is to de termine the actualities and then as safety engineers and designers, as users demand some factor of safety, put it in. la designing a bridge, you have to apply a safety factor to take care of the contingencies. We focus our eye oo that after we get the strength of materials, the piece of sled- Then we use that strength to design something and apply a safety factor. MR. ROSE: I would tike to ask Mr. Joffe to what extent the bones were dried out and If tbe moisture in them had an effect on tbe results. ` MR. JOFFE: They were essentially as you find than In the body. The anatomist* as sured us that most of these things had been preserved in the formalin for some length ol time, but tbe formalin does not affect the bone structure itself. It affects the muscular components. As Dr, Hitchcock said, we can't go to the dissecting room and take a speci men and run tests on the whole body. For that we shall need fresh bodies--that is the only way to put it--but lor tbe bone itself, as tong as they haven't been taken out and dried, they are essentially as you find them in the body. DR FRED HITCHCOCK: There are two methods of approach we haven't used yet, J would tike to know tbe value of these meth ods of approach, or what Value this audience thinks there might be in these methods. 1 have been desirous of obtaining an analysts of injuries that occur when people fall ift safely belts. If we knew the most common in juries that occur and in what parts of the body those injuria occur, and the types oi falls, that would help us a great deaC Tbe ocher approach chat we have been con sidering it a tour of inspection of industries using safety belts and harnesses, in an effort to determine the most common hazards, what falls occur most frequently, and any differ ence In those falls in the various industries. MR YANT: I think both steps might be desirable. You gentlemen have heard the re quest and if anyone hu something, these may be tome way tbe Council can make a broader survey of such information. MR. DICKINSON: 1 think tbe New York State Department of Labor which covets window deuen1 belts and harnesses for the state may have some data. They are revising their window deanm* belt code right now, MR BLARE: They promised me they woold go through the record and get the material together. 35th National Safety Congress, 1947 Now tint we ve having to throw a dial* lenge at A53JU to do a better job, and our tie with the Council trill be strengthened rather than the reverse and our spirit of usefulness will be greatly extended--1 am wondering whether it would be proper for h> mwimiMw to direct a teqoot to AJAf. to mt:> x canvass of their mernbrn that might make a study. Reports owning In are primarily for the purpose ot financial com pensation, and we don't gee the data acces sary to tell us audi of anything about the kind of information Dr. Hitchcock wants. DR. YANT: That is a proper request. After all, this is not a single effort. It is not only Dr. Hitchcock's and Mr. Joe"s jobs. They are Interested from a profi innil tandpoiot. They are doing a job for os. Wc are spending money to get this done.' Now if we can't get together and contribute to get the most for our money, there h something wrong with ns from an investment angle. 1 Kiwfc Mr. Blake k entirely in order to sug gest some mesas or csB for some bdp, awl 1 hirA u should be taken seriously and supplied. MR- ROSE: Might I suggest that if this job is turned over, for instance, to a focal chapter of the AkSJL and they put out data in terms of their industry or the individual membership and so on. I aw a little worried (or fnr those men w01 not know just what kind of report is wanted. They might write a report that will give a lot of information that is not of any use and leave out most of what is of use. 1 wonder if it wouldn't be proper procedure for the steering committee with the assistance of the two gentlemen, to get out a form ou which to report, show ing just what Information we do need, and then put that out to the Engfaeoing So ciety chapters. DR. YANT: I think that is comet. It is up to you gentlemen of the steering commit tee to dedde what you want and give the pattern and the format and get the mech anism with which to have it filled in. MR. DICKINSON: Dr. Hitchcock will a much fuller medical report than you would get in the average injury repeat. DR. YANT: Another phase of this job u the natter of anchors. The Bureau of Standaids hjl gives v>me thought to anchors and is making some cunnOwdcsn and X would like to have John Dickinson speak on that subject. MR. DICKINSON: The question of andbon is of vital importance to window dosen. The late Wctiy Crag started work on imjart leading QQ frtfrf, and tog-hav With the Underwriter's Laboratories, see up and drops with a dummy. They found that the stress oa the fiwniiy os the window were tremendous. If 1 remember correctly, Mr. Graff had takes some too window deancn' fatalities and grouped them as to types. Brokm down, as per cm or 37 per cent were due to defective window anchors and roughly m third to medtantcal failures of belts, and a third to personal error. New Yolk State in revising he rode, has been going into this question of window anchorage quite extendrety. Mr. George Re hoe. fa his early years out of Cornel!, worked at the Bureau of Standards for a While la metallurgy. He it interoted in some of the failures that have been cropping up. They have found that some of the brasses and bronzes that are high in zinc win eventually foil. As the metallurgist would pot U. it is due to the 'datodficatioo** of the alloy. Some of the companies have recommended silicon bronze. They have had some failures. One of them was on the State OSce Buildfog at So Center Street. Some hooks bad bees replaced in December of last year and this summer a window dnarr put a liule sett on one saying that the fitting had torn loose, swinging btm around. One of the holding screws of sQicoo broom, bad. parted at the bead and tar the forging swing around. The man did not drop. An investigation was started, and it fail ures in the hwtBl screws that attached these silicon broase forgings to the steel window sash were found We have taken two of those to the Bureau of Standards for in vestigation and analytic DR. YANT: That is true, but let's rate what we on get. MR. BLARE: If we can gee the repents of the injury from the hospital record, tint will give it to you. Some of the --me batch of screws were put in a vice and beaten with a hell prin until the heads best to a 45 degree mg)e and they showed no tiga of cracking or some. ASSE and Industrial Subject Sessions 117 The iimaller then wrote to the brass com pany which them and they re plied: "We do not advocate silicon broom for. any part of window cleaning equipment mwi1 to weaiha.** A similar inquiry to anotbs copper and bronze company brought a reply. Apparently, they are not. willing to recommend rilkon brooae for this purpose. etch apparently have been quit; --tireniy, bet are dlOcolt to forge. If you attempt to forge them when they are net up to the tuned nvg*g temperature, you may develop Incipient hair cracks that will spread and give failure. Mild carbon sted, gal vanised. has given fairly good service as long as the galvanising coat retrains Intact. Even after that coat is broko, the position of tine welded to iron in the logical chemical scrim U such that it give protection and not se edreared corrosion. Apparently the materials available today are gahmnxmd steels, ordinary such, carbon rtrrii. steel*. Mood metal has a dean bQl of health, aa well as some of the lew tine brooms. Tentatively, the committee in New Yock has set a limit of 00a-ferrous material, of not more than j per cent rise. That is rentstire and ussy be ttihcd before the code is printed. MR. J. a ASSAM: Wc are limited in our industry. Wc are users of safety belts and derrick belts and we are trying to keep up with the research being done In our tats. Wc have found where the percentage of hu midity is very low and a hydrogen sulpiride rooditloo present, a new belt sacked like glass fibers. 1 believe in farther research, something might be developed -along that line. The reverse is true ia areas along the Gulf Wc have observed that where they have a high percentage of humidity and a poisonous gas condition, the fibers become very rotten. As a result, brand new belts given the usual Use of two sacks of cement for a free drop break very readily. That is not the manufacturer's fault, but is doc to that exist and the usage of time vrey important and very necessary pieces of apparatus ta the oil Industry. Some of the mate laws require safety beta and der rick belts to he ghrn a severe test and this project would be something the oil industry would be very pirated to have undertaken. MR. UcCLELLAN (Southern Pacific Rail road): la roundhouse week U becomes neces sary for men to get up on the Tunning boards of hot locomotives where the fire has not been killed and do minor repairs. We have had a >>< time telling the me of life belts dne to two farts; oae the - weight ol thorn, which I think we have overcome with a lightweight belt: and anotho- that men in many cases fed they are trapped. Has there been developed a safety belt that trill give the safety factor and at the same time have the advaruage of instant releasing? DR. YANT: I think if you wiU go down to the ohibiu, you wiU find quite a few people that wilt show "you belts that have quick nlewct. As I fold yon at the scan, this Is aa intmim report and 1 am hopeful for some real re mits on something that has been completely absent in the past. If there is nothing mere to be -added or contributed, we will call the meeting adjourned. Safety Instruction WEDNESDAY MORNING SESSION October 8, 1947 Presiding: HERBERT J. STACK. Director. Center lor Safety Education, New York University. N*vr Him By D. G. VAUGHAN Mgr., Engineering & Inspection Dept., Aetna Casualty & Surety Company Huy tuuaint have given considerable at tention to introducing the new employee into tbeir organizations. Others merely turn him loose and let him team through hard knocks and experience. We ate idd from various studies of the accident record of new em ployees that this period, when the job b strange, is very dangerous. The common* wraith of Pennsylvania tirade a study in which it was found that 7J per cent of the injuries occurred to employees of lew than one month employment; per cent occurred to those with service of one to three months; and QJ pa cent between three and six months. This study further showed that 37B per cent of the accidents occurred 10 employees with less than one year ot service. I will agree that this docs not gin os a dear picture unlcw we knew the percentage of employees that were new to the industries, r think, however, that any one will agree that these figures show the percentage of accidents to new employees b high. An employee's first impressions are likdy to be and, therefore, safety training should be a part of the early introduction into the company. Some programs are limited to before actual work commences, while others wait until the employee is actually on the job. Others carry through safety teach ings is different phases. The new employee should be acquainted with the company policy with respect to safety. This may be accomplished through a 'booklet, a talk, an interview, or a elass. Whether written or oral, the company policy with regard to safe operation of the plant should be emphasized early. Often bulletins or pamphlets in the waiting room at the employment office are used to start the pros* pective employees thinking about safety, Many employment managers qttstion pros pective employees concerning tbeir past safety training and safety record. Safety rule books are often distributed at the employment office Many of these booklets contain a slip to be signed and returned, indicating that the new man has read and thoroughly understands the safety rules and regulations. Aptitude tests are used to better place the applicant with rspcct to his knowledge and previous training. Physical examinations are used to better place him, giving due consid eration to any physical defects. Job training Is used where the new employee Is not fa* miliar with the type of work to which he is being assigned. Questionnaires of various sons are used to determine whether or not the new man has acquired sufficient safety know), edge from the material which had been pre sented to him. A follow-up of these question naires is most useful in making sure that the man thoroughly understands safe operation in the plant. An example of one of these questionnaires U illustrated by the following 14 questions; a. What would you do in case of an. oil fire? :nr-\ JJDC 120 35lh National Softly Congrta. 1947 . What would 70a do to am of a magbcrium fire? 3. What would 70a do to cue of an elec tric fire? 4. What would you do to case of a papa fire? 5. Wbat precautions should be exodsed in the use of an air hose? . What do you do in caac of an injury to yourself-no matter how slight? 7. What precautions should you take be fore starting on a job left by someone else? g. Who should be the first one to know of a mistake made or discovered by you? 9. What precautions should be taken when working in the vicinity of Bying parridra? to. Wbat would you do if a fellow wortnun received an electric shock while working at his machine and could not let go? 11. Wbat would you do if a fellow work man caught in his machine? is, When do you use gaga provided Cor tin. job? 13. When do you use micrometers of (be various types? 14. How often should your pps and micrometers be checked? Another type of questionnaire lists the following ten questions: 1. Why is the teaching of safety desirable or necessary for all employed to the plant? x. Wbat are the main reasons for at tempting to reduce accidents? 3. Why should safety work to a plant be organized? 4. What are the most common atm of accidents in your department? 5. Is there any connection between afety and health? 6. Are accidents more frequent daring any particular hours of the day or day of the week? What are such times and days, and why? 7. Do you know what is the mm common atoe of fire in this plant? k There seems to be some doubt as to the hot method of removing steel splinters from the hand. Which method is best? (a) The tweoets (b) A knife blade A father a, A cover for a fixture mutt be drilled and onatnterel Would you hold It in to a visa, or on a block of wood? to. You are using a ladder. The esfest way to place it h to have the distance the ladder k any from the wall equal to; (a) One sixth of the length of the ladder (b) One-fourth of the length of the ladder (c) Ooe-talf f the length of the ladder These qnestiocnalres. to addition to giv ing the safety director nnc idea at the prowpeak previous safety training and knowledge, do start the prospective employee thinking about arr***--They are made to realize that the company Is very nsdi interested in accident prevention. - New employto axe also tostnsesad by the personnel or safety departments either throogh as> totxodoacwy lecture or training dasics. The rati mnhori depends on the ! and organization of any particular con cern. Such initial or introductory naining may tako op many important subject*, bat certainly safety and atrident prevention should be allotted a stable amount of time in any introductory talk or training course. With safely commencing practically at the entrance door to a plant, a new employee is certainly started to a proper manner and at a time when be is moat anxious to lorn com pany polities and attitodo. An early start to safety training win make the tetnre accident prevention work and mfety hwmscrioos much more effective- 1 think that the bett way to know just what can be done with lespcci to training is to briefly study the program of one or two large companies that tore adopted rather extensive programs. In reviewing material ASSE and Industrial Subject Sessions 121 that k available on the subject, I found the following comments with respect to a pro gram used by Proctor Ic Gamble Company of Cincinnati, Ohio, aa dcaoibod to the August ig47 tone of the magazine entitled, factory Management mi Maintenance. An employee's job to the plant Is as safe* aa it is seam. This may seem hke a large sticmrw to make of a concern with a na tional reputation lor job wearily. It can be made laigtly became of a program of safety training which begins the minute a new employee or a txazofemd works- laves the placement oflke. Hjs instructor is his fore man. Personalized safety toscruction of this type bdpt new employees fed at home right away. If helps convince them that thdr welfare is mter of major importance. It cslbts their employee relations. Moreover, initial training forestall* many Ola that might phpc the asgsaj safely program in its long term epesatiom. Actually the entire safety job is anode easier when new employees start of awvtoced that the oft way is the const and only pcmWbk way Situ/ training for the new employee begins in the sillu -- id eCee before he is wrigrwti to his job. A member of the pmcmrl do- , and gram him a copy f a boot hs whidh is' a cartoon fllmtiticd summary of company iwtoneirino. tnctodtog a chapter tom! mfecy cqoipmrot. deals with fire preA Stf. I.r --.^wrffit Inr to the plant, r is tamed over to his who rakes op the ask Be in explains and types of fire fcis safety insanethe employee bow to am the k to be dooe to of fire or ether proceed*, the forestep by ttep to the operation of Ready to start training on hh job, the em ployee receives hh own personal safety equip, meat. Its purpeae and use are ecplatoed to him. During the next three or four weeks the foreman will have scheduled talks with him, demonstrate additional safety procedural, and continue to check the employee's under standing of subjects that have been previously explained. Regular ratings on the safe work ing habits of each new worker are made and kept lor reference. A social call is made at the plant hospital. The new employee is told what care b available and bow important it is that he report immediately to have any injury trmt- ed no matter how slight it may be. Bulletin boards display the rules of each departzsaiL The foreman explains their application and points out that frequent rending of sperial notices wit) reward the employee with timely tips of how to play safe. The safe way k the only way to do a job. The foreman explain! that the switch must be locked before nr>.iin-.y is adjusted. At the same time, be tits common vm reasons that make this a good practice to observe without exception. Within this fax week of work the new employee is vkited by the factory safety engi neer who follows up the foreman's weekly report of new employees. Together, safety engineer and employee review the latter'* training to make sure no pert of the initial insi 1 netkm has been overlooked. Another program for new employee train ing was devdopd by the Lamp Divisioa of the Wactngbocwe Electric Corporation in MnnmttM. New Jersey. Over a two-year dropped from CJj per east to iiy per cent and the Jliltiw k sure that not of the 47 per cent redactkm may he attributed to Us 45-mtome induction program. Accident pretention k the major aim of the program. A major part of it, therefore, is devoted to safety. A chart kept by the medical department of serious injuria to new employees h the "Horror'* exhibit. A tabula tion showing that the number of accidents has been reduced from as per month to three, is used to prove that recognizing the fact a hazard exists and then doing aococthtog about it, pays off. 122 35th National Safety Congress, 1947 Another benefit of the induction program is the lift in the new employee morale. Many new workers have been heard to say, "Row nice it is to work for a company that takes time to weicome its new employed and io explain basic poliocst" This program extends through a 45-mlnutc period which is broken down into (s) Welcome--5 minutes (a) Safety ullo-yo minutes (5) Suggestion system and other informa* tioa--io minutes. The welcome consists of a greeting plus a (ew words to put the audience at ease. Then follows an Introduction to the company's products. Employed are told bow their work fits into the overall picture of the completed product. Next follows a half hoar talk and discussion of safety and the aeddent problem. This talk is varied-from time, to rime by making use of topical and seasonal subject* and events. For instance, in January, the New Year's holiday week-end toll was used as a talking point to drive borne the need for rafety in all things and at all times. New accident experiences are utilized for their educational and corrective value. A blackboard is used to emphasize certain aspeas in the talk and other visual aids--such' as. materials involved in accidents, defective tool*, etc, and safety equipment Is tailed into play for its dramatic value. Throughout the talk the personal human factor in accidents is emphasized along with a strong plea for the elimination of unsafe attitudes and work habits. Everyone is invited to- participate in the plant safety effort and to act as a safety committee of one, in bis own behalf. The suggestion system is also explained and everyone is invited to use it, particularly as a medium for effecting safer work condi tions and increased earnings. vestment--a necessary one and if properly conducted will more than justify its existence. This gives us examples of new employee training programs. There arc many others with numerous variations. Practically every one agrees, however, that safety should com mence at the employment office. The mfety department should be in the picture during the introductory talks and when the employee is turned over to his department head or foreman, it is the duty of the supervisor to continue the safety instruction. Certainly we should not go bade to the days when the foreman said, "Well here is the wiMfciw, Joe, you go ahead and operate it," The foreman has more responsibility than thk and should be sure to give full safety instructions, before leaving the em ployee oa his own. Careful and dote checkup by the supervisor is senary during the first tew hours, days, and even weeks. The safety department and safety committee should also keep dose check on the new employee. He should he encouraged and aided in observ ance of safety rules, use of rale-guards, wear ing of safety equipment, etc. We know that the new employee U more apt to be involved in an accident than Is the experienced worker. This pnseeas to acci dents x" be overcome to a great extern through a thorough and continuous safety indoctrination program. There are many de tails or cacthMs, the selection of which depends on the size and organizational setup of a particular company. Whatever derail* are incorporated into the final program, these few thought* should be kept in mind: (1) Safety thoughts should begin at the employment office. {*) Safety instruction should be thorough and indude the company's policy with regard to rafe work, Noticeably good results from the program have been observed by the suggestion de partment. An appreciable increase in the number of new suggestions was noted after the induction training program had been es tablished a while. This increase was attrib uted to the information given in the plant suggstioo system to all new employees. An induction training program is indeed an in (3) The foreman or supervisor should coo* tinue the safety instruction to its com pletion. (4) Safety indoctrination of the new em ployee should be followed closely by the rafety department and the safety committee. ASSE and industrial Subject Sessions 123 With that accomplished, the new worker is gradually absorbed into the company opera tion and continues on with his safe opera tion, sliding easily into the plant safety pro gram which, if it is effective, b a continuous affair. Thus have you not only brought the new employee through his training period, but you have prepared for the plant one more worker who wants to and will conduct hu work in the safest posable manner. Why Call Them Handicapped? By JOHN V. GRIMALDI Diractor. Industrial Safety, National Consarration Btzraaa There truly is no sharp difference between the bandirapped and the normal. For the sake of attempting to be dear, here is an ac cepted definition of a physically impaired worker, "One who requires selective place ment in order for him to be successfully em ployed." That seems like a simple way of segregating those of us who have physical impalimrnis boo those of us who supposedly do not. B doesn't take much in the way of investig. jij to determine that there is no sharp difference between this group and the so-railed normal. A review of an average rase study or two is all that is necessary to awaken the realization that there is 06 differ ence from a pasmd point of -view. For ex ample. James V rernsoa (sot his real name) mm to week for an airplane company dur ing tlsc war. It was the practice of this com pany an permit the Invrracn to inspect the job appBcaaas and McDermott was selected by the foreman sa sfcaigc of the final assembly of light beanhsm. There is do way of knowing abac ifomwlaia of McDermott's appealed to the tsmis. for the supervisor decision was purely a subjective one. McDermott was big, nsKshr. red-haired and pleasant. If you think of ability to do work in terms of phys ical sfoe, McDermott appeared to be a one- man g?ng. But, within a few weds time, hi* foreman was disappointed in the limited amount of production that McDermott ac complished in comparison to other workers. McDemott was also a regular visitor to the first-aid more to receive trauncut for minor accidents, of one kind or another. His fre quent need for fim-aid attention was noticed by the safety department in the weekly re ports, and McDermott was asked to pay a visit to the safety director. The purpose of Use interview was to learn, if ponible, why McDermott got himirff into accidental trouble >0 much more oft01 than most of the other workers in the plant. McDermott said be didn't know why be injured himself as much as he did. Some how or other, as be explained it, he would be going through the morions of his job and all of a sudden, the screw-driver .would slip and puncture hi* finger, or be would bang his head on a sharp corner of the airplane structure, or trip over a riveter's airline, "Do you like your job?", the safety di rector asked, "Oh. I guess it's all right," said McDermott, "But 1 just can't feel comfort able doing it, 1 always fed that it is a per sonal battle between me and the assembly line. 1 can't help a nervous inclination that 1 have to not only keep even with the pace of the assembly line,, belt to be just a little bit ahead so that if 1 am forced to slow down, for sense reason, my foreman won't think 1 am a poor producer." "But isn't it true," the safety director asked, "that in spite of this desire to keep ahead of production you are really not actually keeping even?" "I guess that is right," McDermott answered, "But 1 would be ahead if 1 wasn't so tense while I was working." "I have a suggestion to make that I would like to have your opinion on." said the safety director. "With your approval and the permission of your foreman, 1 would like to transfer you to the shipping and re ceiving department, where there will be no production schedule to meet. Where you won't have to follow the prescribed pace of an assembly line and, where 1 think you will be happier." McDermott and his foreman 124 35th National Safety Congress, 1947 agreed on the experiment, with the result that his first-aid record improved, as well as his record as a worker in the plant. There are many Imons to be learned by Jim McDermott's story. FIm, be was a man whoa we would normally consider able, bodied. Although no physical examination was made of him before be went to work, 1 am convinced that the avenge medial Inspection would have produced a report stating that McDermott was a fine and healthy specimen. But be was placed oo a job in which he had no interest, probably because he had few of the abilities that were needed to do the work- He was no more successful at a job that be was bapbaiardly assigned to than would be a physically handicapped worker. By comparison, let us examine the record of George Case. George bad had infantile paralysis when be was lew than two years old, and it had left his legs shrunken and almost dead. It wasn't until he was nineteen that he learned to walk, and later be was taught all the techniques of wdding. that he became act expert. George was a protege of one of the many progressive rehabilitation center* throughout the nation, and when he demonstrated his proficiency as a welder, the rehabilitation people took steps U> find him a job. His sponsors made certain that be would be associated with a company that exercised progressive personnel procedure, so that George would show that the physlolly handicapped man could be a profirient and efficient works. George's record with his com* pany shows that be was producing as well as the so-called normal workers, and in fact, was producing betto than many. There arc many Georges who were prop, erly placed, and whose records were com. pared to the so-called normals. Dr. Tobias Wagner, a abort time ago completed a brilliint two year research study at the Center for Safety Education,, New York University, which compared a selected group erf physically impaired workers with a group of so-called normals. Each normal and each impaired per. son worked cm die tame kind of job sod were equal in as many respects as possible--except that one bad an obvious handicap, the other none. The study showed that when properly placed, the disabled had a better production fwiwii the normal as evidenced by ma* Ing*, for the disabled earned fet-ai a wmk * the average, while the nonoab want a week. At the same time the aeddm fre quacy rate for the disabled w sagfcbot iyA| lor the normal*. Tbe inWmt savultj reta in bis report were about the same for both. If we once thought of tbe handicapped in terms of limited production and lammed accident frequency rates, and we review tbme 'figures of Dr. Wagner's and then remember tbe two care studies just mentioned, U makes one wonder just who are tbe physically handi capped? If we who arc concerned with in dustry and personnel mod accident preven tion are thinking in terms of teeming the success of employee*, then we most harken to T*iW information and change our thinking and say to ourselves, "As far as placement erf individuals In industry is concerned, we can now truthfully say, these are no "normal workers." Everyone of us has capabilities that make us successful on some jobs and compara tive {allures on others. It is only aenrible that we be amigned to tbe kind of work at which we will be most successful. The National Conservation Burma and tbe Center Ere Safety Education at New Yak University learned through the conducting of research investigations to determine whether pbysioJly impaired people constitute a grater attident possibility than tbe so-called normal, that the placement procedures that were re sponsible for securing the success of the phys ically impaired, in both production and safety, were applicable to, and In fact, were desirable for aU worker*. In a survey over twenty organisations re nowned for their exemplary placement of tbe physlolly impaired, it was lamed that in meat cases tbe programs reviewed as re habilitation programs, acrnally were just wellrounded personnel procedures that had been in operation in some industries for many years. These programs had been applied to all workers disabled, or not, and were responsi ble in great measure for the success of these companies. From a beginning where the insuranee companies were attempting to find tbe truth about tbe physically impaired in order to assist employera In hiring them, we of tbe Association of Casualty and Surety Companies now fed a greater service can be ASSE and Industrial Subject Sessions 125 provided to employers and employees--dis abled or no*--by oiling attention to the simple steps of tbe well rounded selective placement procedure that on be recommend ed for all placement practice. Fundamentally, tbe steps of suceenlul placement are as follows: First, analyse each job's requirements in terms of its physical de mands and working conditions. This Is so that tbe personnel office will have a greater un derstanding of bow tufa job will affect any worker. A personas! man, or a safety man might think be knows all there fa to know :S>ut any job, but it fa amazing bow much he tarns about tbe gaps In Iris information when be reviews mch a job survey. Second, examine mch applicant to determine his physical aparities. Tbs should be done not with the objective of serening out employees who are not desjrabfe, but should be an honest attempt to ifatouinc an applicant's physical and. If posable. neural strengths ao that they cam be used to select the moot suitable job. Third, tbe appboat M be internewed according ta an objective in terview procedure, so that tbe perwwttwl of fice on learn what bk kaenu are, what his attitude is, arid tbe ocber usual portions of personnel data that are used to make up a background file oo new employees. Fourth, tbe personnel department should then ex- amine which available jobs bca wf^ applicant's physical capacities and bis in- dilations and iniooa If it is discovered that there are no jobs that match up perfectly, tbe employee should not be placed at a position that apparently would oot Intoot him without first discerning the matter with him. Obviously, be should not be assigned to work that doesn't meet his physical apedtia or may physically harm him. Any questionable dcritioot as to his placement should be dfaonred with the med ical advisor, and tbe safety director. Fifth, and final, in tbe one of physically fauxSrapped employees, tbe personnel office should maintain a regular follow-up file on cadi of tbe handicapped who is assigned a job, so that his pregrew can be regularly checked until it is ascertained that he h been pnp erly assigned and fa a successful employee. A further description of these procedures an be found in the books of Wagner and Bridges, titled respectively. -Selective Job Placement" and "job Placement of tbe Physically Haodi- ' capped." Abo the articles published In lead ing medical, rehabilitation and personnel pubtiatiom by Hanman and Rasta and In "The Physically Impaired--A Guidebook to Their Employment," published by tbe Ask* elation of Casualty and Surety Companies. There are some who may think that there is a deceptive simplicity to the five steps just outlined. .One may argue that the carrying out of these precedura involves much organiatlon and detail. However, from obaerva tion, we can toy this is not so. Truthfully, these procedures require more thought and effort than no procedure at all, but then in our opinion, a lack of effort to develop such a program fa reflected in the penalties Infiteted by Incorrect handling of pasonnel. Even If wc were to consider the need for proper placement purely from an accident prevention point of view, it would justify itself. For example, supplementing Wagner's report which sated that tbe properly placed bad a superior accident frequency rate to (be normal wbo were not properly placed, an other report in Industrial Medicine of Au gust, 1947, prepared by industrial physidan Dr. ft. Ralph Bretler sated that what once had been a poor accident frequency record for his plant, had been Improved to the point where It was an exemplary one immediately following a program where all workcra were assigned to jobs according to their physical opacities. Because accident prevention and production sboold be tboogbt of topthcr and not sep arately. tbe procedures for proper placement, which were originally developed to explore the problem of hiring the physically Impaired *0 as to ensure their safety arid which demonsuated that the handicapped when properly placed are successful workers, dsene adop tion as a method for plating all workers. In fact, since So per tai of production costs are attributable to personnel ernes according to a recently released figure. It is Imperative for these of us wbo are directly or indirectly concerned with Industrial cocci to think of methods that ran be used which will increase an employee* success on the job and thereby crate a grater mum for bfa employer-- and for hiTM The time has come wbea we quit thinking of tbe physically Impaired in indus try as a segregated group-whet, fro, all 35th National Safety Congress, 1947 employees aic in tome measure impaired with raped to certain job*. It is necessary, then, for the of making further progress in greater production and more efficient acci dent prevention to turn to the placement pro cedures that have been demonstrated as be ing successful in the placement of the phys ically impaired. In-Plant Training By F. M. WRIGHT Training Director, International Harreeter Company To understand our attitude toward educa tion and training, it is necessary to realhe tbe peed for adult education and training. For tbe fndnstxial problems today are only a part of a much larger national problem. Today for every youngster in school there are three adults out of school who could benefit by further education. Fifty-eight mil lion of these adults are gainfully employed. That is why industry has a stake in adult education, whether it is aware of it or not. The first step to implement our poet-war approach to education and training was to centralise the administration of the program and to assemble a training staff which could contribute three types of experiences--indus trial, university, and military. We had our people who could contribute industrial training experience and also peo ple who were thoroughly conversant with training techniques developed by the military services during the war. It was In obtaining educators from the university level that we took a pioneer step. From hl amalgamation of education expcriences there evolved a new concept of what to accomplish through education where as. previously, the objectives seemed limited to passing on factual information. Now a further objective is to develop train ing courses which will, in addition to supply ing the technical knowledge, affect the atti tude of the employee, helping to shape at titude toward his job, his opportunity and the company. Until recently we were concerned primarily with the employee during his eight hours on the job. We now feel tbe best employee is one who is well adjusted to his life out side working time as well as to plant condi tions during working hours. With this new idea upper most several new approaches have been developed since the war. First, during Ids first week of employment tbe new employee receives an orientation course to get him acquainted with the com pany, and to get the company acquainted with him. An off hour training program is directed specifically toward helping employes lorn to adjust themselves to problems that con front them during the time they are not working: and to help them up-grade themselves in tbe plant. These courses are offered tuition free, with tbe company furnishing all the necessary material, and arc conducted in various classrooms in the plant. Tbe subjects range all the way from metallurgy to in terior decorating. Another new development since the war is a twoity-rix weeks leadership course. This course offers pre-managerial training to se lected employees from shop and office de partments. Our company still carries on, as it did be fore the war, student training aod appren tice training courses. Safety is a very Important subject at Har vester, as a matto of fact, safety is the first and greatest responsibility of anyone's job, whether they be employes, foremen or execu tives. We do not conduct training in safety by itself but rather make it an Integral port of all training just as we do the other phase* of accident prevention such as tnechanlral conditions which are made an integral part of engineering. In all the courses I have men tioned, safety training is interwoven through out. Practically all our on-tbe-job training is ' done by the foreman using the JIT. method of instruction. We Seri that our employees are well Instructed by tbe foreman due to tbe foreman's qualifications. ASSE and Industrial Subject Sessions 127 To make the foreman a qualified instruc tor, we go well beyond just the techniques of instruction. The foreman has been trained in tbe methods of handling employees as in dividuals with all tbe complicated personality factors which employees have today. Each and every foreman attends regular weekly conference* which deal with tbe fundamentals of good foremansfaip. Safety is injected into each of these con ferences and in some rases the entire con ference is devoted to safety. Such things as causes of accidents, creating and maintaining interest in safety, practical psychology, cor recting attitude and proper placement are just a few of tbe subjects covered. Sinner meetings held outside tbe plant with a prominent speaker talking on the subject of safety, foremen serving on a rota tion basis on the safety committee, and many other training mediums are used iu order that tbe foreman may become aware of bis responsibilities in safety and make him a qualified instructor. Our saiciy department assists in training through the use of posters, safety publica tions, bulletin boards, broken safety shoes and goggles. The communications department, which sends out communications to tbe employees* homes in the. form of a news letter, gives safety iu just dues. We do not feel that this is tbe final answer in *Tn-Flani Training'* on the subject of safety, but we do fed that by making safetv an integral part of everybody's activities, it is a step in that direction. I5.SC9 m N ifg* ! i .r k SEL % &tombacUanb/ 35TH NATIONAL SAFETY C0N8RESS V. VOLUME III AIRCRAFT MANUFACTURING SECTION NATIONAL SAFETY COUNCIL, INC. Foreword THE Transactions of the 35th* National Safety Congress and Exposition of the National Safety are pub* fished hi 29 volumes. Volume I includes the Annual Meeting, Banquet, Women's Activities, Index to all volumes am) List of Exhibitors. Volume II contains the ASSE Session and the Industrial Subject Sessions. Volume XXIX contains the Early Morning Sessions, `Tsychology You Can Use." Each of the other volumes is devoted to the sessions of a single section or division of the Council. The transactions are a record of the proceedings of the Congress, condensed and edited for reference purposes. The complete original manuscripts, many of which contain charts and sDustrations which could not be reproduced here, are available in the files of the National Safety Council. The National Safety Council seeks to eliminate from dis cussion matters not pertinerlt to the aims of the Council. However, it cannot accept responsibility for the views ex pressed at the Congress or in this record. It is expected that the new format of these Transactions will permit wider and more effective use of the material re lating to various fields of safety. At die same time, the whole set provides a complete and indexed reference work on all phases of accident prevention THE NATIONAL SAFETY COUNCIL 20 North Wockar Ittv* CTriongo 9. IS. tturxxs u v. &, a. 3 35th National Safety Congress Transactions mu VoL Aiumd MMttag. Banquet, Women's ActivWo*. to all Volume* and Exhibits.................................... 1 American Soetoty ci Safety Boqlnw and Subject See^one. 2 JUxatd MuautoiluiLn Section .......................................... 3 Air Transport SocUon........................... ........................................ 4 Automotive and Machine Slop Section..................................... 5 Cement and Quarry Section...................................................... t Chemical Section ....................................................... ................. 7 Coal Mining Section....................... ......................................... 9 Commercial Vehicle Section............................................ ........... S Construction Section........ ............ ................ .......................... . 18 Food Section................... ............................ ............................... 11 Industrial Nursing Section........................................................... 12 Marine Section ........................... ....... ,........ ...................... 13 Meat Packing, Tanning and leather Induetriee Section...... 14 Metcds Section ...................................................... .............. 15 Mining Section............................ 18 Paper and Pulp Section............................. ................................. 17 Petroleum Section............................................. .......................... 18 Power Preee Section.................... .............................................. 19 Public tftUtiee Section............................................................... . 20 Baflroad Section.......................................... ............................... 21 Bobber Section ....----- ............................................................. - 22 Tortile Section .................................................................. ... .23 Traffic Section........ .................................................... ............... .24 Wood Products Section......................... ................................... .25 Farm Safety................................................................................ .28 Home Safety............................................................................ .27 School and College Seedons................. ......................... .28 Psychology You Can Qee (Early Morning Seeelmar)....... .29 PB1CES OF ETTBA COPIES OF INDIVIDUAL VOLUMES VO$LTU7FME TO MEMBERS I to 9 copi,es to to 99 copi.er too to 999 copies toooormort Lee then *4 page*--$ jo a. $ .15 ea. | .15 a. >4 to 48 page*-- *$" JK " so." so " 49 to 96 page- .55 ** -3 " -3 ~ * .je ~ over 95 page*- *5 **. 45 ** 45 " 45 " Complete see ot Tnoaoioo* (tg volumes)--5{MX> NON-MEMBER prior are double member prior. 4 Aircraft Manufacturing Section Exacutfv* ComjnlttM. 1947-1948 Cenermf Charm** t VONAJtD F. CARTER. Lt. Col., USAF, Director ot Safety. AFPGS, ' DCS/FA Hg. United States Air Force, Washing!or, D. C. Secretory end Nrw Letter Editor--A. N. CHAPMAN, Safety Supervisor, Pratt Sc Whitney Aircraft, Ears Hanford. Connectkot Membership Committee Chairmen--"RUSSEL B. CARTER, Safety Supervisor, Consolidated Vultee Aircraft Cotp^ Saa Diego, California Publicity Committee Ctm&mam--"EDWARD H. BURHOR5T. Baltimore. Maryland Engineering Committee Chairmen--1,EF B. JOHNSON. Safety Engineer. Northrop Aircraft, Inc.. Hawthorne. California Statistics Committee Chairman--"R. WfLRINS, Chief Safety Engineer, North American Avia* lion, Inc, Lot Angela, California Program Chairman--J. C. SEWELL. Safety Supervisor, Wright Aeronautical Corp-, WoodRidge, New Jersey Past General Chairman--WILLIAM S, RHODES, Douglas Aircraft Co, Santa Monica, Cal ifornia Staff Representative--E. T. MARCONI, National Safety Council, Chicago, 111. "Past Genend Chairmen J3C {. 6 35th National Safety Congress, 1947 MONDAY AFTERNOON, SESSION October 6, 1947 Presiding; RICHARD WILKINS. Chief Safety' Eng.. North American Aviation, Inc. Cate and Use oi Ladders, Platforms and Scaffolds By N. F. BORGAAHD Sales Manager, Engineering Division, Patent Scaffolding Company, Incorporated The three kinds of ladders most generally used are the extension, single, and step lad der. Because ladders arc used by practically everyone, many persons purchase a ladder as they would an ordinary tool, overlooking the faa that some attention tbould be paid to its construction and all-around sturdiness-- even when it is their own kg or nedt that they may be risking. In the airaalt field, 1 know that you are cootimially inspecting' your flying equipment so as to lave nothing to Therefore, ss a start ia your ea* deavor to iemrn sale me of ladders you most certainly shoold idea the kind that is designed to gin a good measure of safety. 1 don't believe there is much argument to day as regards the purchasing agent obtain ing for your plant ladders as specified by the safety engineer. In most companies ladders are classed as safety equipment and must meet the approval of the safety department. If at ibe beginning you specify that your ladders are to conform to the ASA (Ameri can Standards Amociation) Safety Code for construction, care and use of ladders, it would be some assurance that you are starting out right. New ladders should be thoroughly in spected and given some sort of protective coaling, preferably linseed oil rather than paint. You will obtain no more protection from paint than you will from oil; paint however, makes a ladder heavier and makes defects more difficult to comet, .Furthermore, should you paint a ladder and have the lad. dcr Jong enough on your property, dry rot may occur. 1 have seen h* in a number of instanas in painter and decorator shops. One of the best preventive measures is periodical inspection. If, upon one of these inspections, the ladder is found to be in bad condition, it should be so marked aqd tagged, but, this is not all. It should be put away until it has been repaired or datroyed. If you don't put this bad piece of equipment out of sight, someone certainly will um* it even though it has been tagged. I have seen this happen in a ray large up-to-date pU- The piece of equipment in this case was a trestle plainly marked "Bad Condition-Do not use"--still 1 saw it bring used. Men wbo use ladders should make their own personal inspection. Another important point is proper storage. Ladders should be protected so that warping will sot occur. Needless to say, the proper type of ladder should be used, depending upon the work bong done. If you bav* groups who use lad ders, such as millrights, plumben, painters, Janitors, and clcdririaxtf, ladders timid be properly identified and each crab should be responsible for thdr particular ono. If not, you are likely to find that an eWrefrU" may use a ladder and then lave it lying some where, thinking that the other fellow will look after ft. This division tbould also be 'made in view of the fact that a janitor cer tainly would not need as heavy a ladder as a millwright. j You fan obtain for your men the very ! safest ladders, but, if these men are not in structed as to the proper type and size to 1 use. accidents will occur. For example.. 1 know of a case where a broken arm resulted i because the man was simply too lazy to get 1 from the storeroom a ladder of the proper length. He used a single Udder that was en tirely too long and as a consequence tM* Udder was pUccd against the wall with the bottom extending too Ur out and when the man was oar the top, the Udder just came down and the man also. In this case 3 don't believe ladder shoes would have helped a bit, but, ft Is a good practice to equip all single and extension ladders with shoes. The fact that these are equipped with shoes should not mean that the ladder an be placed at any angle. A good rule to follow is to hare the base of the Aircraft Manufacturing Section 7 Udder about one-fourth of the Udder's length away from the wall. Udder having a slatted back, in the ASA, Code you will also find data as to customary It is necessary at times to make repairs In overlap to be used on an ettension ladder. your own shop. For example, if a step or The National Safety Council also puts out a two needs to be replaced or only one side very helpful bulletin as regards Udders which rad, certainly it would be better to have it is called "Safe Practices Pamphlet No. j.** ] repaired than to throw the whole Udder doubt whether half of yon men have one or away; especially In view of the present sore- the other in your files. Eleven pretty good ity of this type of equipment. If a side rail suggestions are as follows: is to be repaired, a whole new side r*iJ should be used and no splices or dats permitted. There was a case where a Urge outfit re paired an extension Udder and instead of putting in an entirely new side rail, the old one was spliced and painted over. The Udder was put into service and broke. No. 1: Single ladders and extension Ud ders should be equipped with the proper type of safety feet or shoes. Type of safety feet should be adapted to the surface on which the Udder is to be used. No. : Both hands should be kept firce for climbing. It is advisable to use a hand Mishandling ana more breakage than line whenever possible to raise and lower anything else and the defects that occur tools and other light material. thjcpugh mishandling will not be noticed un less there is regular periodical inspection. Reasonable care should be used in handling ladders as they do not bare to be dropped very Ear before some czack or split occurs. The mat popular step ladder in use to day is the*safety platform type. It should be No. 3: Do not place Udder in front of opening or door without first seeing that proper safeguard is used. No. 4: Be sure that shoes are not greasy. No. 5: Ladders should always be faced while climbing, either up or down. ixri where >er tup Udder is required. Its toe goes a long way toward eliminating any accidents whiefe might result from falls and dropping objects. This Udder has a platform about 14' x 19'. two foot below the top of the ladder, and is guarded on three sides. This means hst a nan has secure footing and both hands are free for the work at hand. The top step has hols drilled in it and can be utilised as a tool tack. This pre vents pastersby gating hit on the bad by a falling hammer or screw driver. A good step ladder will have a steel safety spreader which No. 6: Always inspect a ladder before using it. No. 7: See that the Udder has proper bearing at the base and at the top. See also that the pitch or angle is a safe one. No. S: If ladder Ss going to be used irl \ or near traffic, foot or otherwise, Ush the Udder near the bottom or have another man stand watch near the foot of the ladder. No. 9: Remember a good safe Udder u not a trick Udder and judgment should be used in placing it in position so as to will not permit the ladder to close of its own accord and will not pinch the users* hands. Referring again to extension Udders, these should be equipped with automatic spring locks, and a rope and pulley for raising and lowering. Equipped with these the naan ran be on the ground when raising or lowering . obtain the safest possible working position 'without undue reaching. No. 10: Falls which occur in raising and lowering an extension Udder an be elimi nated by the use of the automatic spring lock type Udder, as the operator is on the ground when raising or lowering the top section. the top section and, therefore, you eliminate any possibility of Us falling while adjusting the ladder length. No. 11: As a protective measure, oiling is recommended in preference to painting because oiling permits better inspection as 1 am not dio-using class of wood or dimen well as protection and* does not add weight. sions of side rails, steps, and so forth as this it all given In the ASA Ladder Code. A good In so Ear as platform* are concerned, most of these are temporary and therefore require Hep ladder, however, should have the steps properly braced with truss rods or with angle bracing, or both. Furthermore, the back should be of the rung type as this adds con siderably to the stability as compared to a the same rare in selection, handling and use as ladders. A very good insurance against breakage of stage* or platforms b steel rein forcement of each side rail. With ail rare in the selection of material, we cannot see 8 35th National Safety Congress, 1947 through wood and therefore on any tern* potary platform the side rails should be reinforced. No more than two men and perhaps some light working tools should be permitted on any temporary light stage. The use of steel cables for a swinging stage will give con siderably more safety and economy than will a rope block and fall. Also you eliminate the necessity of making hitches and avoid accidents which might result from the scar fold or cradle iron becoming disengaged from the block hook as so often happens. The stage should be equipped with toe boards and a guard rail having a center support in addition to the two end supports. Furthermore, life lines should always be used on any swinging scaffold. It is preferable that these life Una be attached in some manner to the man's safety belt. The life line should be attached distinctly separate from the scaffold anchorage. It is also a good safe practice to equip roof or wall hooks with a steel ring to tie them into some separate attachment on the roof. Swinging scaffolds should be tested near the ground before using. Insofar as scaffolds are concerned, my com pany went out of the wood scaffolding busi ness about twenty-five years apt, at which time we developed the steel tubular scaffold ing. This steel tubular scaffolding, needless' to say, cuts the 6re hazard inherent in wooden scaffold and In addition gives greater safety. Through the use of couplers and tubing this tubular steel scaffolding is- very adaptable and will meet fully the require ments of any built up scaffolding or portable tower. There is no limit to the height you can reach which of course depends upon tbe size of the base. When dismantled, very little space is re quired for storage and practically only two components are required; namely, tbe cou pler* and tubing. There is also a sesnod type of welded steel frame, tubular steel scaffolding, in which end frames are connected longitudinally by cross braera. and not vertically one on top of the ocher by means of sprockets or dowl pins which connect the frames. Sidewall brackets are also employed and for large spans tnm arc used. This fixed type can be quickly erected and tetT*wtle< and Is generally used for straight wall work and small portable towers. I liken it to a big Mcchano Set--it is that simple 10 put up and take down -- particularly for general overhaul maintenance and repair jobs. The use of steel scaffolding eliminates to a great extent the dose inspection required .of wood. Nevertheless, periodical inspection should be made as damage occasionally occurs from handling and overloading. Preventive Maintenance Wire Hope and Wire Rope Sling* By E. F. GARRIS Manager, Macwhyt# Company Before we can discuss the safe and proper use of any too), we must be familiar with that tool. What is tt designed to do? What Is its strength? How should it be used for .best results? What is wire rope? The beginning of mod em rope making is' generally credited to a German--Albert of Claustbal, who iq 1834 made a rope of soft iron wire twisted to gether to Corn a crude wire rope to replace the hempen ropes used la the Ham-mine. The wire rope you purchase today rep resents over too yean of experience, research, and progress in the art of rope making. To- day's wire rope is a precision product, and is as nearly pafeu as it is pomible to side <m modem machinery operated by highly trained workmen. The metallurgist has produced high grade steel particularly suited to rope making. En gineers, trained and apoienced in tbe wire rope business, hare designed ropes of many grades and hundreds of types of construction. The actual fabricslion of the wire rope-- the cold drawing of the wire and the strand ing and dosing operations is a continuous sequence of predrioo operations guided by dose inspection for quality and workmanship. Aircraft Manufacturing Section 9 Before trite is acceptable for me in a particu lar wire rope, it must meet a minimum ten*i!e strength--it most withstand a retrain number of torsions and bends, and meet other stria requirements. Only then is it approved for me. Tbe stranding and dosing of the wire rope is also dose under dose supervision, ud on completion the win rope mutt pass certain physical tots before tt is delivoed to you. Mom of you arc Interoted in wire rope for use on overhaul cranes and altnge- The mot popular crane ropes are of 6x37, flxtg, and 61x19 cooKxuatem and they are usually fur nished in tbe improved plow steel grade. These ropes may have a fibre core a steel core, depending 00 operating ooodilioas, and may be preformed or noa-preformed. For qpamring or running ropes, preformed wire rope has many advantages. The pre forming operation forms tbe wires and strands to the exact helical shape they --*" in the finished rope, so that they Ue naturally In place. This remora internal man and pro duces a more flexible rope which withstands bending mews and fatigue better then or dinary wire rope. Where flexibility is of prime importance, a fxj7 or fixtg rope la desirable. If the drum is grooved, Bug is usually prefared. If tbe rope is subject to crushing or overwinding on the drum, or if beat tt a boor, 6x37 or 6xsg rope with a steel core is recommended, the fist) being used where maximum flexi bility is not required. These ropes arc made with various strand constructions, which we will not discos now. ,.j tool, no "wv how good it is, will give the hew service unless it is properly handled and used. As wire rope users, there are a number of precautions you can take to protect the safexy features bo3l into wire rope, and bdp promote safe, efident and operation. When installing wire rope, care should be aadud that the wire rope dm* nee btu--c kinked or twtt'.ed. A kink, m mar haw slight, aff n.zd th. ' 'bal ance*' f the rope mid thereafter saxiu..ua writs fswnoC be expected. Wire rope of ftighm quality is usually lubricated camafiy and mieruaQy when It is made. To secure bat service wire rope should be labriauf from time to rime while in use, to protect tbe rope against corrosion. Wire rope should be inspected at regular intervals and when the rope is worn to the . point where its condition is doubtful, it should be replaced at once. Certain parts of the crane itself should be regularly inspected and defective or worn ports replaced. Sheaves which are too small in diameter shorten rope life. Sheaves with too small a score pinch the rope and damage it. Wore or corrugated sheaves cause a rope to wear rapldly-epedally a new rope in an old share. Inspect crane blocks to make sure the sheaves are turning properly--they should be designed so that the rope has no chance to scrub against the skies of tbe block. lifts should always be made with the crane ropes hanging vertical, if the crane book tt pulled out to one side of the crane runway, tbe ropes are likely to be out of position--giving them tbe dunce to wear against stationary ports--in addition to put ting unusual strata on the crane itself. These are a few of the preventive meas ures a wire rope user cm take to secure safe and efident service from wire rope. Tbe majority of loads demand the use of a flexible connecting member, or sling, between the crane book and the laid. Slings are subject to more abase and wear than any other pert of lifting spipnat. As we have previously ttareri. wire rope tt made in several grades and constructions, but all of these constructions are not suitable for sling uses. Slings are usually made front improved plow steel wire rope, which tt the highest grade rope made. For single part dings, 6 strand wire rope tt moat suitable- My com pany uso 6x19 rope, which is six 19 wire strands laid around a fibre core for sling* up to 1* in diameter; and 6x37 ropo--six 37 wire strands around the fibre core for sling* larger.than 1 * diameter. Wire core rope tt used where service tt severe or where the sling tt subject to beat or crushing, and where flexibility tt not of prime Importance. Wire core rope tt slightly stronger than a fibre core rope, but it tt also staffer and harder to handle. While tbe ordinary single-part wire rope sling has many advantages, one disadvantage tt lack of flexibility. Another is kinking which tt bound to occur if tbe sling tt used around cmnets without protection. Kinking makes the sling hard to handle, and perhaps more tingle-part slings have becq taken out of service tor this, reason than for any other. 35th National Safety Congress, 1947 These disadvantages led to the develop ment of braided slings with round or Sat bodies. The round braided sling usually has eight parts of rope in the body. The flat braided sling usually has six parts of rope. The use of a number of small ropes in the body produces a sling of great flexibility which hugs the contour of the load and resists kinking. This makes the sling easy to handle and increases service life. While the rise of blocking, bagging, or other protective devices is recommended to secure maximum service, braided slings do not require them except on sharp cutting edges because the braided body has a tend' ency to flatten and spread so that four to six ropes engage the load with a gripping action, like the fingers of a human hand. To secure maximum service and safety from rope slings, the slings must be used correctly. You must be familiar with the Characteristics of the sling and its behavior under different conditions. Particular attention should be given to the strength of the sling after fabrication, rather than the strength of the wire rope used to make it. Manufacturers publish ultimate strengths and safe working loads for slings, and these ultimate strengths apply to prop erly spliced or socketed connections. They do not apply to all typo ol fastenings. For example, a socket properly attached bv the hot zinc method is the only method recommended by wire rope manufacturers that will consistently develop all of the rope strength. The efficiency of properly made splices varies with the size of the rope. On rope up to 3,4" diameter the splice is approximately 95 per cent efficient, while a similar splice in a t" diameter rope will develop about 75 per cent of the rope strength. Wire rope clips will develop about 86 per cent of the rope strength provided the dips are properly applied and the recommended number of dips are used. The U-bolts should be placed on the dead end of the rope and the bases of the clip on the live end of the rope. Since the fastening depends on friction, the wider bearing of the clip base does not mash or damage the live end of the rope as much as the U-bolts. Clips should never be staggered. Wedge type sockets are made by several manufacturers ,of fittings. The efficiency of these fittings varies with the design of the socket, and their proper ; manufacturer dahas < " ' go per cent. While win rope dips, i sockets are used widdr tot Mpe f their sire and weight mikes tfac suited for standing or for slings. All factory bwk a or socketed connection*. While we hae said tfcm the hast ot M rial and workmanship are mr too f* where the safety of life. Hob amt ftofm are at stake; the bear shag sfaaimUr is a worth much if U * There are three princjpol we can attach slings so die I netted, in diottr birch. a By direct cvoacocd, wo i upper ends of the sttog fap are c the crane book, and the Ins cods arc con nected to the load by meow f hooka, shack les. or 'the like, aswf the shag body seldom Where only ooe sling is employed. tbe sling k usually used in choker hitch. If the load consists of several pices, the choker hitch grip* the load and holds tbe lead to gether. IVhere two slings are used, a basket hitch Is best--especially if a spreader or lift beam is used where the two slings can hug ver tically; or, if the nature of the load wtD per mit using two basket hitch slings at am angle .--such as bundles of material on skids. In applying slings to tbe load, the shag legs should operate at the most favocable angle possible. As the sling leg approaches the horizontal, strata build up in the shag and these stressm must be considered wheo applying slings to a load. The sling sarghc easily be overloaded. Hooks have safe working loads whkh ap ply when they are loaded at tbe bearing. Lifting on the point of (be book is not safe, as this strains the book. A book overloaded in this manner may not straighten out com pletely, but it may open up to tbe point that it is not safe. Hooks that have been opened or spread under loads should not be used, at least until they have been inspected and found safe. Slings should always be protected from sharp bends or cutting edges. If maximum service is expected. Of course, this is not always possible. Where slings cannot be pro tected against this abuse, they should be Aircraft Manufacturing Section 11 dmh amid and taken out of service 4aw fewsd made far further use. fa hm kna said that about of all the afamsi Mridwcs are connected with ban* dlfmg mwoaal. and by far the most serious am dwwg the aerial movement of loads. Thm t wash mqmrtag tbe knowledge and afcdl * tmwmi riggers. Lew of life and dewO*w ot mkwhie pmyoiy can easily hap> yai bm (bis knowledge and skill lacking. Ufa dbwad, preventive maintenance i raps aad wire rope slings has many Tiriti wtl an of them are required for perterries*--bat the most important are: i. Your riggers must be experienced. They most be familiar with the material they are handling, and with the equipment they are using to handle it, . Select the wire rope or wire rope slings best suited to do the job. j. Wire rope and wire rope slings should be regularly inspected and kept in good condition. When their condition is doubtful they should be replaced. 4. Crane equipment should be kcp(,>a per fect condition. When regular inspection reveals worn or even slightly damaged para, repairs should be nude promptly. 5. Above all, lifting equipment should be inspected frequently, and at regular in terval*--*0 that you will know when re placement or repair is neccsmty. Power Press Preventive Maintenance By F. D. MUMFORD Service Manager, Toledo Division. E. W. Bliss Company Probably there are more power presses than any other single dam of metal working ma chinery. Since the majority of these presses are over ten yean old, the maintenance of them is ooe of our greatest problems. By, law we arc held legally responsible for the evidence of exercising reasonable care in the design, manufacture, and marketing of one prodam. Similarly in a test case, we msghe be held joe as responsible for lack of picientire and corrective maintenance. Here are some suggestions for our immedi ate future and effort. t. That maintenance engineering be conddend professional, because of its wide scope, variety, and domkm. a. That tbe maintenance engineer be qual ified by examination. j. That maintenance engineering include seme knowledge of industrial law, accounting, and salesmanship. 4. That tbe maintenance engineer hare access to library periodicals, and be encour aged to keep in contact with developments in his profession. A problem in Illinois or California may also have existed and been remedied in Texas or Pennsylvania. This may be well known to a service engineer of the manufacturer ot your equipment, many of whom have that range of contact. His analysis of your prob lem may recall various similar parallels in other industries or places, or his knowledge of the Inherent engineering in his company's product may enable him to give a solution, or suggest a line of eliminations. Speaking for power .press manufacturers in general, and our company in particular, be assured that iheir service engineers do have a wide contact, and have with the hack ing of their company solved many problems that were firsts many yean ago. Our company makes the following pre ventive maintenance suggestions for power prases and equipment, both new and existing. If the original plans call for anything un familiar, call on the manufacturer, who an offer much as to processes, methods, specifi cations, adaptability, conversion, spare prases, spare pans, and good housekeeping; this will result in better economics, deliveries, per formance. maintenance, and less down time. The small cost of having tbe manufactur er's representative give advice for initial operation and instruction is generally war ranted. The wisdom of tbe spare press having been demonstrated, its consideration is suggested. It should be one that has a range and capac ity for more than one of a line of operations. Should one of several line prases fat! its operation an be routed through the spare press for minimum production loss, and the J3C 1 Wl 12 3$th National Safety Congress, 1947 feilured press on be repaired at convenient time and non-premium rate*. We suggest that a study be made of spare parts and sub-assemblies. Their use for new and existing power presses and equipment should be considered for maximum inter changeability, minimum inventory, and ben housekeeping. We guggest greater frequency of cotnpbse inspection, as tins is less costly than the ex pense of down time and repair. We suggest full consideration of the pomi- ble functioning resulting from the simultan eous use of old and new parts. Frequently, a new part cannot compensate the maimed!tioo of the companion part. The miring of new farts is often more cconomkal and We farther suggest that all users of power presses and equipment protect their invest- meat, by having the manufacturer's desaip- uoo and identification in the form of make, ni> and aerial numerals ip)uivti ri and that any one deliberately or usacccsmrfly obliterating them be held in contempt of fair practices. Without these alphabet!ads and numerals, the narnihttwc a handi- apped in giving aid to noL TUESDAY AFTERNOON SESSION October 7. 1947 Presiding; JLT. COL. LEONARD F. CARTER, Dir. of Safety, Army Air Forces. Chief. Ground Safety Brand). Research and Development of Aircraft in the Air Force By BRIGADIER GENERAL DONALD L. PUTT Deputy Chief, Engineering Division. Wright Field The urgency of national welfare vigilance is emphasized in the National Safety Coun cil's statistical revelation that accidents in our country last yar alone took a toll of toopoo Jives. 10.400,000 injured, with resultant dollar damage reaching a total of more than five and one-balf billion. While much progress has been made of late in all fields of engineering, notably in the area of safety engineering, none of ns mil quibble with the conclusion that the technological advances in the fields related to aeronautics have been litlle'short of revo lutionary. Our recent observance of the 40th Anni versary of the founding of the Air Force; for example, brought to mind that we have cmne a long way since August 1, 1907 when the Division of Aeronautics was established by the United States Army Signal Corpa--"for the purpose of study of the flying machine and the posibility of adapting it to ^military purposes." The organiation consisted of one officer--two enlisted men--no airplanes. Two yean ago on V-J Day we were two and one-half million strong, with 85000 air planes. By today's standards these once worthy and purposeful lyxn aircraft are to a great extent already obsolete or nearing obsolescence. By virtue of unification c have just beta bom again--perhaps a more accurate way to describe the situation would be to say we woe born 40 years ago, and only mostly officially came e< age. We in the Engineering Dtririoa of the Air Materiel Command fad wmdui a a position very similar to that which mnfmeted the Wright Brothers two generations ago, We are definitely knocking at the doer of a new era of flight. The airplane in its prcscnc form is no longer the sole basis lor long-range Mr pfen ning far national defense. We are embarking on a guided missile dtnlupwt program that panUds the unknown mast set am to conquer when he first undertook wttry of the heavier-than-sir flying rndhe. We are learning the of a long list of new technical terms--supersonic, transonic atmospherics, pulse jett, ram jets, turbo props, nudearonia and more--all of them teptvsenting virgin ^dds of exploration. Simultaneously, and because we must ae> Aircraft Manufacturing Section cepe the possibilities of global warfare, we are scat very asd) concerned with the conventionsl auteeeic airplane. In the event of entergatcj, we might well be called upon to aoit in a minimum of time complete divi nous of fully equipped ground troops over itKiovrufe of miles. In addition, and because of the likelihood of our aircraft having to go bora one extreme climatic condition to an other in a probable matter of hours, we are striving to gear all our operational equip ment to the whims of the weather over wide geographical areas. Only two trips have been cancelled to date-- neither because of the weather. 1 assume that you are familiar with the Z.OOO mile non-stop flight in 8 hours and 4S minutes, from Long Beach, California to Wilmington of our AH-Wathcr Division C-54 transport, in the course o( which no member of the ten-mas crew once touched the con trols from take-off to touchdown. We still have a lot of development to do in connection with' conventional aircraft and related equipment. At the same time, how ever, as 1 mentioned a moment ago. we are In view of the obvious strategic value of devoting a considerable portion of our ef the Arctic regions, we arc currently placing pat emphasis on so-called winterisation of aircraft, aeronautical equipment and personal forts to areas of research and development which axe well out in the blue--our work in the fields of supersonic flight and guided equipment. On the ground la the Antic and missiles. aoder (he severest of conditions we arc seek ing better solutions to the fawHbt problems of wing and propeller deicing, cold engine starting, abia and cockpit beating, cold weather maintoiance aod low temperature lubrication. You are. I am sure, familiar with our Bell XS-i airplane, the fim ol a series of experi mental crowbars with which we hope to jim my our way through the transonic barrier. It was specifically designed as a research tool and Instrumented for obtaining flight data We have found, far example, that the moving of aircraft from hangars to the cy outride has frequently aim^l cracking of the plexigias, Cold-embrittled rubber fuel boses have been shattered to bits when drop ped on frozen surfaces. There have been oaarioo* wben sharp temperature drape have brought outdoor operational functions to an abrupt standstill with i-ct- <ru>el compelled to devote practically too per cent of their energy to survive. We have actually had to proheat the preheaters. Adequate protection of our personnel has demanded the development of necemary to conduct further applied research. We have other research aircraft under con struction which we hope eventually will give us needed additional data beyond that ex pected of the XS-i. One of the fundamental forerunners to successful high-speed, high altitude flight which merits emphasis is the need for a tomprcbcmlvc^and aggressive upper air re search progriufnOar current meteorological data above 60,000 feet are extremely meager and, for our purposes, we must now stretch this to at least 600,000 feet. We have fennebed specially-adapted dothing. An cample is an an intensive investigation in this direction electrically heated nylon glove. and this program is being given high priority A very high priority category of equipment ts that involved in mU-tteathcr flying. It in cludes airborne radar, radio and automatic I fiyiag equipment, and related ground equipI saent width cither supplies intelligence which ! is picked up by the airplane, or is used to ! locate and track the airplane. In relation to otber existing research studies. Some indication of the range of fundament al research necessary may be bad from the fact that we currently bold 81 bade research contracts with 45 leading educational and non-profit scientific Institutions throughout the United State*. Fourteen months ago our All-Weather fly ing Division located at Wilmington, Ohio, about *5 miles south of Wright Field, inaug urated a d^fly round trip flight between Wilmington and Andrews Field, Washington, DXL This flight, regard!ea of weather, de part at 0900 boors and arrives at Andrews field at (too hours, departs at vyn and arrives back at Wilmington at 1500 hours. Mathematicians are at work checking ex perimental data and developing computing machines. Physicists are busy perfecting In struments foe determining the characteristic* of space from 50,000 feet above the arth to the nearest planet. Astrophysicists are en gaged In solving perplexing problem* of trintiil navigation. The "human engineering" phase of high speed flight is of the utmost basic importance. J3C j-> 14 35th National Safety Congress, 1947 and we are therefor* conducting exhaustive physiological, biophysical and psychologies! studies and tests to determine man's limita tions with the objective of providing means to overcome them. Rapid progress has been made recently in the biophysical aspects 1 human ejection from high speed aircraft. Human ejection is necessary to effect the emergency escape of pilot and crew became matt is powerless to move against the pressure of the wind at very high aircraft speeds. Ejecting devics must be utilized to literally shoot them out of the air* craft with enough speed to Insure that they clear the tail surfaces. t he post-war shift in emphasis from large production schedules of conventional aircraft to the development of aircraft and engines with superior performances has considerably widened and accelerated Our research and development activities. Before the war, we were concerned primarily with one type of power plant--the reciprocating engine. Today, u-e are engaged in the development of six separate and distinct types--the gas turbine for jet propulsion: the gas turbine for pro peller drive; the pulse jet; the ram jet; and the rochet engine. Then, too. we already have begun, in collaboration with the Atomic Energy Commission and private industry, a probing of all possible applications of nu clear energy to the propulsion of aircraft. The performance of both aircraft and en gines is limited by the material* presently available. The performance of jet propulsion devices for airplanes and missiles requires metals which have high strength at high tem peratures. While there has been considerable improvement in high density alloys and In fabricating techniques, mefaj *lU>yi do not seem able to take tc at the highest range of temperatures. The answer mar be provided in the exploration of the metal-base com pounds, such as the carbides and boride*. To date, however, these are laboratory curiosities which will require extensive research before they can be fabricated into usable products. I should like to point out here that the matter of adequate facilities is one of our more disturbing problems, today** air age necessitating that our facilities be projected far beyond what we now have at hand. A study of requirements has respited in a proposal by the Air Force to build an Air Engineering Development Center. The heart of this Center, as we now visual* it, would consist of several high powered wind tunnels of various sizes in which the air speeds would vary from just below that of sound-to several thousand miles per hour. There would be other related facilities which would fit into the overall mission of developmental testing of ultra high speed aircraft and mis sile*. In our opinion, such a cooperative, governmem-financed center, used in conjunction with other existing or contemplated facilities, would provide tdmer and industry, as well as government agcncet charged with the de velopment and procurement of aeronautical equipment, with adequate testing facilities for rescuvlt. derdopnKnt and evaluation purposes. Our failure to obtain these facilities could throttle down our whole program to a dan* gerous extent. There has been much speculation of late as to'juu about how long tt will take to de velop the 5,000 mile guided tt1'--'1* With unlimited funds and resource*, such as char acterized the development of the atomic bomb, it is tbc present opinion of the Air Force that it could conceivably be done in fire years. The normal peacetime pace will probably extend this to fifteen yean. The Hitler crowd undertook guided missile de velopment in 1956, spent about 18,000 man yean of activity and millions of dollar* at the tingle plant, Pc&nemunde, yet the V*t and V-c did nor appear until <944. eight years later. Our development must, of ooune, proceed in stages--the first objective being a long* range, radio-controlled airplane. Tbe second stage would be the true rocket, launched from an airoaft and guided to its target by operator* aboard the mother -plane. Ten to fifteen yean from now. by diligent effort and assuming the good fortune of qual ified manpower and adequate funds, we should be able to produce a missile of 5,000 mile range. A missile of that range would be bigger, heavier and certainly more compli cated than any airplane in existence today. The question of funds with which ro prosecute our research anil development program is a vital one. They must be adequate if we are to accomplish our mission. We are en couraged by the fact that Congres is aware of this vital necessity, accepts the responsi bility for providing the funds, and. for the fiscal year which started three months ago. Aircraft Manufacturing Section IS appropriated every dollar for resrarch and development which the President requested in bis program.. ' We have received cuts in our program dur ing the last year and a half ahd some have really bun. This brings me to remark that while the Air Faros bis tong been largely a corps ot dying men--in the future; perhaps as early as fifteen years from now--it will be voy much a corps of technician* and idenlist*. Engineers and the technical specialists will increase in numbers and importance, and steps are now underway to provide within our establishment a career for technically and scientifically trained personnel. The need for scientist* within the services today is most acute and, to raise the intellec tual level of our officer personnel who will be called upon to perform many new tasks, we have established at Wright Fidd the na> 1100% first Air Institute of Technology for tire purpose of schooling our pilots and prac tical engineers in a oomssea understanding of our basic scientific and applied research problems. Approximately 200 officer* are at present detailed to the course. More than 10 per cent of our Regular Air Force ofittn are today enrolled in advanced study courses at many leading civilian edu cational institutions throughout the United Stai'xs. Our Al> University at Maxwell Field, Alabama, has a bulging student body. In conjunction with Ohio State University, we bare established at Wright Field a Gradu ate Center where at present more than 500 of our Engineering Division civilian technical personnel are pursuing advanced self-im provement studio. In tbe Air Force today,we have 310,000 personnel--45,000 officers, *65,000 enlisted men--and 80 per cent of our personnel re quires additional technical training if we are to get on with our plans for the immediate future. The air power necessary for our national security calls for a peacetime mobilization of our man-power and our scientific, indus trial and military resources such as our na tion has never before been known to contezn* plate, let alone undertake. Since preoccupation with national pre paredness has never been an everyday pare of OUT national thinking, we have a job on our bands. The recent aU-out World Air War taught us muds technologically, but the full Impact of modern scientific advances has not yet penetrated the understanding of our na tion as a whole. Our almost fatal military feebleness which was demonstrated at Pearl Harbor was arrested only because of the mobtiized patriotism of * whole people, who, in less than four years, got up off the floor to land the one-two atomic knockout socki at the industrial heart of the Japanese homehud. Victory was aura at the fantastic figure of over 300 billions of dollars and, what is irredeemably worse, more than a million of our finest men and women were claimed casualties, 400,00a of whom lie in their graves here at home tod in strange ground all over the globe. The time has come for us to get onto our selves. Twice In the last 30 years we have been forced to fight a war. High sounding phrases on the need for a comprehensive and cooperative program for national safety arc not enough. We are bordering on dangerous self-delusion in the light of the bin that last year a total 1 only i;eio military aircraft of all typo was delivered to the Air Force. In 1945, the last year of the war, more than 30,000 military aircraft were procured, and this compares with the >944 peak, acceptances for all-out warfare which ran to 70,000, The abrupt drop in one year following the close of tbe war from 30,000 to 1,000 airGraft delivered for all purposes gives cause for alarm. It Is our judgement that-the peacetime program of Lbe Armed Force* calls for a minimum annual procurement of 5,000 mili tary aircraft. We consider this doubly neces sary if we are to keep our aircraft industry at a robust level of production and if the Air Force is to remain proficem in the everchanging art of aerial warfare by being kept continuously provided with service test quan tities of new equipment targe enough to permit defence maneuvers on a reasonably large scale. Human frailties being what they are, any thing can happen. Our primary peacetime mobilization objectives is to avoid war. The risks of our bring attacked will be minimized in direct ratio to our state of preparedness. The Anny-Navy Munitions Board ha* inaug urated what is planned as a permanent air materiel production program. Because we recognize modern war as a war of material, prise contractors and sub-contractors are be ing recruited to participate actively in nation- jpci 16 35th National Safely Congress, 1947 al defense. Available funds have permitted our undertaking an initial total of <5 indus trial preparedness contracts with aircraft* aircraft engine and propeller manufacturers. We have set aside a reserve of 40,000 gen eral purpose aircraft manufacturing tools that would take the entire machine toot in dustry an estimated year or more to turn out if we had to start from scratch. We have established 9 of our Government-owned World War II aircraft plants as a permanent reserve, primed to go into production in the rvent of an emergency. This is just a beginning. The drive to create some. 1500 specialized reserve units in Government agenda and industrial plants throughout the country is another step in the right de!cnse-in-timc direction. This plan, patterned after a technique toted on a small scale during the wax, would enroll some 300,000 workers into organiza tions of "minute men of industry and gov ernment"--ready to go. None of this is militarism* It is just plain realism--Twentieth Century Americanum-- and a stem test of our will to win the peace. Certainly at ** stage of the game it would be fatal to stuff our military stnioure into a peacetime bope-cbcst. We hear much talk these days about the three trig wheels of national defense-science, industry the armed forom. Much has Ur been written and voiced about another set of three big wheels--money, man-power, and facilities. And big three's they are. But ndther of these three-wheeled vehides is going anywhere without that vital fourth wheel necessary Cor proper build-up and bal ance-public understanding and support of our mifkkm. Thus tonified and equipped, we on move ahead on our mission to maintain for Ameri ca our war-won technical superiority ta the air. and- simultaneously pave the way to future universal * peace of mind as wdl as world'tranquilty. Statistical Control of Accidents By LEE B. JOHNSON Statistics Committee Chairman of the Aircraft Manufacturing Section. cmHI Safety Engineer, Northrop Aircraft, Inc. The exchange of statistical reports among the aircraft plants during the war. served a worthy purpose in pointing out aeddeni produdng situations io all plants. Today, some safety engineers of aircraft plants question if there U sufficient value in these reports for the cflort it taka to compile thorn. The acci dent reports referred to here indude only the breakdown of industrial accidents by causa, effects, pans of body, responsibility, etc. Safety pioneering days In aircraft manu facturing plants should be drawing to a close as acadent prevention coglneas become bet ter aware of the aeddeqt-produdog problems. What convinced me more than anything else that the cflort of compiling such reports today would be wasted effort was the recent survey made among the Pacific Coast aircraft plants. The survey showed that just compar ing accident causa, etc^ among the various plants was not suflitient. Working conditions and other variable factors in each plant would have to be coosidcred if a me comparison were to be drawn. The survey also showed that previous reports were not being used to the fullest extent and, in most mo, were filed and never used. This may sound like your Satisda Com miuec Chairman was finding an excuse for not producing such a statistical report for this meeting. I assure you this was not my intention. If the members had wanted such a report. I am sure your chairman would have had one to give at this meeting. The National Safety Council compiles the accident fre quency and severity rata for this section, which * relieved the committee of that burden. So much for the old kind of aeddem sta tistic!. Now. I should like to discuss aeddem statistics in a different style than, I believe, has ever been presented before. The Stathtirel Control of Accidents chart is purriy of an ex perimental nature and It U sot being pre Aircraft Manufacturing Section 17 sented as a proposed project. However, 1 believe it has merit and should prove in teresting. Similar statistical methods have bees used 10 control the quality of manufactured prod ucts for several years. Such characteristics as dimensions, weight, hardness, and many others have been controlled by the use of such Chans. Now this chart has been applied to the con trol of accidents. From preliminary study, it appears that this application has aided ma terially in reducing accidents. 7be system used in compiling chart is somewhat complicated and there would not be sufficient time at this meeting to explain all the mechanics of the system. In fact* I cannot personally explain the chart as 1 am sot a technical statistician nor a statistical astro! engineer. The wtiwirai engineering work 00 the chart was compiled by the Northrop Company's Statistical Control 0gincezs. Balmily* the chart measures all accidents inrbiriing first aid ato, doctor cases and lost time cases, per 1000 man-houn worked. The data is worked out oa the chart according to the seme formula that is used to obtain Use rafhrmatiorl curve. Severe! statistical dis tributions approach the npnoal distributions and the theory of the normal distribution is seed to determine limits for most control dam. The purpose of the chart is to keep wriikra witbla the control limits, always keeping In mind the idea that the pur- pose is to wock toward lowering the normal sate. The following seven points will give seam on ii chart* 1. The correlations coefficient is the meas ure of the strength of the relationship be tween two variables. When the correlation t. efficient is ti: J, it indiatu that a maximum trialfoothip exists between the variables. (This statement is a mathematical interpre tation only and does doc consider cause or effect.) a. In this Instance the variables are Injuria and Manhours worked. Since it Is obvious that a high degree of relationship should etist for these variables* it was decided to test the accuracy of the data presented by computing the correlation coefficient- 'fhe results sue mtisfying aoc* the correlation coefficient was 0.96 for the 1946 data and 099 for the 1947 data. $. The composite avoage of the 1948 data (for the six West Coast plants) was used a the central line in determining the control status of the 1947 data. See chart below. It might be interesting to observe that the com posite average for 1946 and 1947 was very dose, bring 1.397 *nd 141a injuria per thou sand manhours respectively. 4. In order to allow a comparison few tbe various plants the data was calculated in standard units. However, it was found that a factor had to be introduced to allow the chart presentation to be sensitive. The stand ard deviation was therefore reduced by onequarter. From a practical standpoint, this merely reduces the control limits by onequarter so that tbe control chart is four as sensitive to change. This factor is arbi trarily set; it is arrived at only through trial and error by plotting tbe computed data and observing the fluctuations. The introduction of tbe factor to sensitize the control limits may be Ukmed to tbe "STOP" signs on high ways; who high speeds are expected, the sign warns tbe driver much sooner than when the speed expected is comparatively slow. 3. The **t" chart used to present the "data" has a central line based on the man of 1.397 injuria per thoumnd man hours. The chart may be interpreted in the following manner. When the rate of injuria ti 1-397 P*? thou sand man hours, the plotted point falls on the central line which is equal to zero (o). It merely says that there is no deviation from the expected normal amount of injuria. If the rate of injuria is other than 1.597. the plotted point would fall above or below the central line. The limits are 3 standard units. When the plotted point exceeds tbe established limits, it is out of control. Theo retically, it is as important to investigate the reuse for tbe rate bring so low as to la the plotted point fall below tbe lower limit, as it is to investigate the cause of the rate be ing so high a to let tbe plotted point "foil" above the upper limit. The important thing is that it is not ordinary; and tint an assign able reuse should contribute to the "out of control" condition. If the plotted point foils below the lower control limit tbe assignable reuse may be one which may have been in troduced as a measure for reducing injuria or k may be some unknown condition which, when discovered, might be coordinated to re duce injuria permanently. 8. Observation of the "t" chart shows that plant "" was out of control for the months USC ; Aircraft Manufacturing Section of July and August (the mo woe s.04 and .38 injuries per thousand respectively). How ever, this b true only bcousc of the arbitrary factor of A15 which we employed and only with respect to tbe oompodtc average of the six plants. The data does not permit of as* jignabfo cause*, but tbe fim approach would be to compare with a plant such as "A" tbe method of obtaining the data and tbe quality of tbe data. If this compares favorably, then the assignable cause might be in the safety measures, since an error in the data has been ruled out. , 7. There is a great deal of meric in cost* paring che data of various plants as presented in tbe "(** charts. However, to assure that tbe data is comparable, it is recommended that a committee be charged with devising a uniform method of reporting tbe data. pital for fim aid treatment. This plan pre sumably mused employees to be mote safetyminded and they would only go to the hos pital when there was a legitimate excuse. Also, tbe foremen were informed of the in juries at the time they occurred and this per mitted them to start work immediately on eliminating causes. This company reported that this plan did not increase the infection cases. This plant did not realise how effective this idea was until it showed up on the chart. There is no doubt that this chart can be improved. Perhaps tighter limits should be established to make the chart more sensitive. If such a ebart is ever proposed for adoption, ooe cannot stress too strongly, the importance of having all plants report in a uniform The "t" chut showed a sodden drop in injuries for plant *T>.M Invstigatlon at ptani *T)~ revealed tbe teasua fix the sadden drop in injuria in March was due to a new idea which was put into effect tbe first of tbe year. Tbe full impact of this Idea was not realized until the plan was enfecued by tbe shop IwtmoL Tbe new idea required that alt ran* ptoyea get a written pom to go to the hot- MF*BJtNCE$i 1. Axsericu Studsfdt Associstfao Zl-J "Contra Chart Vetted at Controlilae Quality fra 'kzf'jefca U. Hawaii, Aircraft Product!au (British; Oct. JWJ. **Stat>sbal Quality Control -- Sam America* Views on Its ynadawcntel Concept*". i. Tb* Iron Aft pnbiiraBow, VoL 1JS, Ns, 3 July 1*. 1H iaewe--"Staortical Costewt t Area 4rst'* hr I. V. Howell ud La, B. JWmia. 4. "StatutMal Qoality Control" by EofCwa I* Grant, AoftWif of Ewaotece of Esflaeerinc, Staa ford tjmvarshy, XoGraw-Hill Book C*., foe. S00--3-4S---N SitmMiciUmA 35TH NATIONAL SAFETY COUNCIL, INC. 20 HO. WACKER DRIVE * CHICAGO 6, ILL, Foreword ,|',HE Transactions o{ the 35th National Safety Congress and Exposition of the National Safety Council are pub lished in 29 volumes. Volume I includes the Annual Meeting, Banquet, Women's Activities, Index to all volumes and List of Exhibitors. Volume II contains the ASSE Session and the Industrial Subject Sessions. Volume XXIX contains the Early Morning Sessions, "Psychology You Can Use." Each of the other volumes is devoted to the sessions of a single sebtioA or division of the Council. The transactions are a record of die proceedings of the Congress, condensed and edited for reference purposes. The complete original manuscripts, many of which contain charts and Illustrations which could not be reproduced here, are available in the files of the National Safety Council. The National Safety Council seeks to eliminate from dis cussion matters not pertinent to the aims of the Council. However, it cannot accept responsibility for the views ex pressed at the Congress or in this record. It is expected that the new format of these Transactions will permit wider and more effective use of the material re lating to various fields of safety. At the same time, the whole set provides a complete and indexed reference work on all of accident prevention. THE NATIONAL SAFETY COUNCIL 20 North Wockvr Ddra Chicago S. UL ntmoti 3 35th National Safety Congress Transactions TSd* VoL Annual Meeting, Banquet Women** AcMMn, Index to ail Volume* and Exhibitor*......................... ........ 1 American Society of Safety Engineer* and Subject Sessfone. 2 Aircraft Manufacturing Section.................................................. 3 Air Transport Section............................ .................................... 4 Automotive and Machine Shop Section..................................... 5 Cement and Quarry Section.................................................... .. 8 Chemical Section......................... ................................*............. 7 Coal Section.................................................... ............ . 8 Commercial Vehicle Section.................................................... ... 9 Construction Section................... ............................................... 10 Food Section............................................. ................................. 11 Industrial Nursing Section........................................................... 12 Marine Section................................. .*........................................ 13 Meat Packing, Tanning and Leather Industries Section.......... 14 Metals Section ............................... ......................................... 15 Mining Section.................................................. .......... ............ . 16 n i[ii and Pulp Section............................ . 17 Petroleum Section........................................................................ 18 Power Press Section................................................................... . .19 Public Utilities Section....................... ...................................... .20 Railroad Section......................................................................... 21 Rubber Section .......................................................... .22 Textile Section............................................................................ .23 Traffic Section ............................... ............................................ .24 Wood Products Section........................... ................................. .25 Farm Safety............................................................................... .28 Home Safety............................................................................ .27 School and College Seirlonr.............................. .................. .28 Psychology You Can Us# (Early Morning Sessions)............ .28 PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES TO MEMBERS VOSLIZUEME i to p copies to to 99 copies too to pfip copies toco or more Vos than *4 pages--J jo a, . % .15 au $ .15 ea. .. $ .15 at. >4 to 48 page*-- Jj " -*o " jo " 40" 49 90 pageover 96 page*-- -35 " 40 " 3 ** *45 ** F> " 45 " ,y 45 Complete set of Transaction* (19 volume*}-$5x0 NON-MEMBER print are double member price*. Air Transport Section Executive Committee 1947-1948 General Chairmen--GILBERT F. TYLER, Safety Superintendent, Pan American Airway*, Inc. New York, N. Y. Vice-Chairmen--RUSSEL F. HOLDREN, Regional Safety Supervisor, Tran* World Airline*, IDC.. New York. N. Y. Secretory--EDWARD T. LEE, Safety Director, Eastern Airlines, Inc, Miami, Fla. News Letter Editor--ROBERT L- POTTER. Safety Engineer, American Airline*. Inc, Tula, Okla. Engineering Committee--JOHN A, O'DONNELL, Superintendent-Industrial Safety. American Airlines, lot. New York. N- Y. Airport Committee--JOSEPH M. CHASE. Superintendent. General Inspection Section, Aero Insurance Underwrites*, New York, N. Y. StatistiemJ Committee--GEORGE E. THIEL, Safety Supervisor, Tram World Airline*. Inc, Earn** City, Mo. Health Committee--DR. L. G. LEDERER, Medical Director, Capital Airlines, Washing ton, D. C, Educational Committee--S. J. MILLER, Supovisor Plant Maintenance, Capital Airlines, Wash ton, D. C. Activities end Program Committee - FOWLER W. BARKER, Editor. Air Transport Magazine, New York, N. Y. Fast General Cherrmen--ROBERT G. BLOOMER, (Formerly Trans World Airlines, Inc. Kama* City. Mo.); JACK C. CURTIS, Supcrimmdent of Safety, United Air Lines, Inc, Chicago, IP WALTER T. JOHNSON, Airlines Terminal Corporation, New York, N. Y,? JEROME LEDERER. Chief Engineer, Aero Insurance Underwriters, New York, N. Y. 6 35th National Safety Congress, 1947 WEDNESDAY AFTERNOON SESSION October a 1947 Presiding; W, T. JOHNSON, Safety Director, American Airline*. Inc. Airline Safely and the Congress of the United States By CARL HINSHAW. M.C. (Paper Presented by Gil Tyler, Safety SvpL, Pan American Airway*. Inc.) In his statement before the President's Air Policy Commission, Mr. W. A. Patterson, President ot United Airiloa, suted "We now need positive action to make air transporta tion completely safe and dependable. With hat achievement will come full public ac ceptance and all the business we can handle,** In those few words. Mr. Patterson has pointed up and accurately summarized the basic prob lems of the air transport industry. Any fur ther embellishment of those words is merely descriptive of the problems. From the viewpoint of a Member of Con* tras who through the work of his Committees is actively interested and concerned in the subject 'of aeronautics, it would appear that the subject of dependability ot air transport service is indeed quite secondary to safety as Mr. Patterson intimates. In fact it is a sub ject that should be a matter of principal concern to those engaged in the ait* transport business and to manufacturers of aircraft. De pendability of air transport service, except as dependability is related to safety, is not a mailer of special concern to the Congress, The air transport industry, through the Civil Aeronautics Administration and other wise, continually prases the Congress for (i) aid in the Improvement -of cristlng airports, and in increasing the number of air ports in terminal areas as well as in places where no airport worthy of the name yet exists, (a) for the full cost of the installation and operation of adds to air'navagatioo and landing, (g) for the full com of the establish ment and operation of bigger and better weather reporting and forecasting services and the voy extensive network of communi cations involved, and (4) for the full cost of installation and operation of improved sys tems of air traffic control. But the Coagraa'is pressed on the other side by the taxpayers (including in no small measure the surface transportation agencies) to charge this bill directly against air transportation. The ariatioo interests proclaim that the above-listed items arc for the purpose of providing greater safety In Sight, but at the same time, and with the installation of some of the new aids replaced. tbey also intend to push comple tion of schedulo, because completion of schedules appears to be of considerable im portance in measuring the difference between tom and profit in airline operation. The bib for the payment of the costs of the Civil Aeronautics Administration and the Weather Bureaa, not to mention the opera tion of Loran stations by the Coast Guard, is reaching proportions of no little import ance in the Federal budget. The larger the bill becomes the more carefully it is scrutin ized by the Congras and the more interest is taken in it by the public, including ail of the agencies engaged iu surface transportation. The latter, of course, are feeling the pinch of airline passenger competition and anticipate a growing freight competition. Needless to say the Congress of the United States is In terested in all forms of transportation and must conrida' the overall transportation pol icy. In that connection each form of trans portation has a good story to tell and good argument* to present as to why that pastkular. form should be aided and protected by the Coogross. The Congress is deeply ctXKciued among other things with surface and air transpor tation as they relate to the National Defense, ft Is particularly interested ha the subject of air power. The principal aspects of air power are, of course, military aviation, civil aviation, and the manufacturing tadottry supporting both. In the interest of pminutuig national airpower, the Congress will tmdoabux&y go far in providing foods for the establishment of airports, wratber renders and aids to air navigation and landing. Three instruments of aeronautics in order to receive the highest Air Transport Section 7 consideration of the Gongrem must be such as will contribute to the interests of National Defense. However muds the air transport industry may desire there aids for the pur pose of increasing their dependability of service; the Congras is bound to look at them from the standpoint of whether or not they contribute to the National Defense. In so far as they concribate principally to depend ability of service of the air transport industry as such, the Congress is relatively uninter ested. That sort of thing is generally believed to be something that should be supported by the commercial income of the commercial undertakings. Strong efforts have been nude in the Conpre to throw the entire bill or as much of it as it not directly related to the National Duftiu* upon the commercial ariatioo industry. cent. The present weather minimum* for landing and takeoff have been established within what arc considered to be Unties of safety by the dril air authorities. As unproved aids to air navigation and landing are pro vided, there is aa apparent aridity 00 the part of the commercial carriers for pressing down the weather limits in order to Increase the percentage of schedules undertaken and completed. That U to say, while increased safety Is the slogan the practical routt is the depression of the former safety limits to the new limits of safety provided by these de vices and boot the improvement ot the scheduling ritntioo. At this point It should be gently reiterated rhyt inch akh as the Congress provides have been for the purpose of providing safety in air navigation and landing and not for providing dependability The Congress is very modi interested in of schedules except dependability is re the promotion of safety in air navigation and lated to safety. landing, particttiariy as it relates to the Na tional Defense. It is reluctant to provide funds for the installation of certain aids when it is obvious chat they are to be used for the almost exclusive baicfit of commercial avia tion. That is paxticularty tree as the. bill be comes more and more important in tire Federal budget. The Congress is reluctant to provide funds for tesiulfca for the special benefit of commercial aviation of addition*] and different aids than those which the Na tional Defense forces fed to be required for their purposes. The Congress feels that it should be called upon to supply funds for the {mUlhUot ot hot 00c spun ot aids to air navigation and i*nf!"g and that sbootd be the system whkh fat ha the direct interest ot the National Defense fates*. If the com mercial undertakings fed that there is some ocher system or jm ms which will be of par. dollar benefit in the miatks of their prob lems that perhaps the tnS for the instaDa- It Is therefore suggested that tf during this coming winter the air transport Industry will be satisfied in undertaking with every prreibk degree of certainty to go through the winter without accident rather than to under take the completion of irfifdnhn over and above those whkfa might be nfdy completed with the fad&tio heretofore existing, that tbey vriU do more toward tc-establahiBg pub lic confidence In air transportation than if they take the other comae, namely? poshing the limits of weather and airports. I think it should be thoroughly sndastood by the op eration* that the capacity of an airport is aot the amber of landings and takeoff* that can be arizxapfithed under CAVU oufidou, but rube. U h the num ber of fajuSipga and takeoffs that can be salefy srnwnpITibri'f. and I mean safety accomptbbed, tastier rernirentn weather eooditioua. doo and operation of those aids should be supported by the coomodil p themselves and not through the Federal budget. The fault of the air transport Industry is at stake this winter. What happened to it law wfwer and spring it a matter of pubBe record. Tbc route of that series of tragic In conaecton with such aids so air atrip, tioo and tamUwg and ocher os may be established pursuant to appropriations made .by the Cotagires, the Compere will be accident* ore written *m tombstones which the >>* and friends of three whose names ore esc tinman fl oat soon forget. It is written. Bkewbc, la the red ink of the air both Interested and aretesred m to whether these aids are being used far the jawsirai of mfety by the civil asm of there or whether inreport b^bswiy, Therefore, safety must be the watchword of rise sir transport industry rfcifjih tUs ornate; season of bod ffying these aide wiS be used principally far prefisng schedule completions farther torered sen per Safery to the air transport Industry steam: X 8 35th National Safety Congress, 1947 fiat, lop notch maintenance of equip ment. Second, careful dispatch of operations. Third, the exercise of careful restraint by management harassed by the virion of red ini. It is mete important to the air transport industry that hb winter be acadcnt free than that It be profitable because through safety alone wih the air transport industry regain the full coofckna of the traveling public. Explodes Decompression By MAI. H. M. SWEENEY. A.C. Aero Medical Laboratory, Wright Field In recent yean the requirement for cabin pressurization in military aircraft has in creased in importance because of continued advances in aerodynamics and power plants, and the ability of newer planes to fly at high altitude for long periods of time. The increasing susceptibility of aircrews to aeroem bolism or bends at altitudes above 30,00 feet and the trend toward multiple crews for these high altitude aircraft have stimu lated further development in cabin pressuri zation o! aircraft. As a of protection against the ef fects of fug* altitude/cabin pressurization may be used in one'of three ways: (t) to eliminate the necessity of wearing oxygen equipment on long missions by maintaining a simulated cabin altitude below 0,000 feet: {*) to prevent bends by maintaining a simu lated cabin altitude of less than 30,000 feet: (3) when demand oxygen is used, to pro tect against anoxia above 38,000 feet by main taining a simulated cabin altitude at 38,000 feet or below. The B-zg operates in a pressure differential up to 6.55 p.s.iv which permits Bights to 30.000 feet while maintaining an 8,000 fool cabin altitude, or to 35,000 feet with a 10400 foot cabin altitude. It falls In the first and second of the above three categories. The principal operational hazard in cabin pressurization, is the effect of sudden lost in cabin pressure (explosive decompression) on aircrews. The purpose of this article is to discuss and evaluate this hazard. Decompression at a rate greater than j^ooo feet per minute was considered by Armstrong* to be "explosive." He was the first to recog nize this as one of the most important physio logic problems in the use of the pressure cabin. In the yean from 1335 to 194a, Arm strong,* Dill,1 tntiiMJ and others subjected aniwuU and human beings to explosive de compression. Decomprearton* of the bam rate were performed on animals by Smith* in 194*. He subjected rabbits, rats, and dogs to expletive dccosBprcmion at rates equivalent to ascents of feet per second (from an* initial level of S400 feet to a final level of 45400 feet in 419 seconds). The gas expartied to 8.1 times its original volume and as a remit, 3 of 6 rabbits woe hilled. Neither dogs nor rats succumbed, although penial collapse and bcacnlagt occurred in the lungs of ntx i LtsvsiUigi of the awktc ears was Soond in the dogs: f The moot rapid ascent for hmasn brings during this period was armmppihfd /by Armstrong,* who ili)rnti 5 pemons to *6 decompressions ax the rase of ifft/ao Sect per second. Expansion of body 9mm was i- too and in no we was cither ssynry or undue discomfort shown by awy snhject. Cocarary to expectations It w iosmd that car dis comfort on ascent was less at the higher rates than at the Iowa1, possibly beduse the cmuchian tubes arc blown open immedi ately and remain open during the whole pres sure change. In normal flight the tasaduui tube "didj" open and shot at intervals dur ing ascent, causing discomfort. In igfi Dim found human subjects capa ble of ascending 40400 feet in two minutes and forty-five seconds, and remaining there for five minutes with no symptoms other than those from gastyo-intotinal gas cramps. Smith* also performed some slow decompres sions on human subjects by taking them from 10400 feet to 40400 fact altitude at the rate of *0400 feet per second. The degree of explosive decompression which one can withstand safely is .determined Air Transport Section 9 by either the extent or the rate of expansion of internal body guo. Tbc hollow organs to be considered are the stomach, the in testine, and the lungs. During ordinary ascents in flight, expan sion of the air in the lungs will never build up an appreciable pressure because the Uacbca affords an adequate passage for equalization. In the gastrointestinal tract tbc excess volume of gas is usually expelled before the pressure produca serious disten sion. In going from sea level to 40.000 feet wet body gases theoretically increase |n vol ume 7.6 times, an excess over the original amounting to 64 volumes. Although the caparity of the lungs can be doubted, 54 volumes of gas remain to be expelled. If de compression takes place in 0.1 second, a volume of air 58 tbc original must be expelled during this brief period or stretch the tongs beyond physiologic limits. la the above example the rate of gas ex pandon is 66 volumes per second. The effect on the body of explosive decompression can not be determined by the rate of expansion alooc. With high expansion rata, in which there is inadequate time for expanding gaso to escape through the trachea or to be ex- pelted from the gastro-intestinal tract, the actual amount of expansion becomes an addi tional factor. For example, if tbc volume of air is not more than doubled by expansion, subjective respiratory sensations are not aroused even though the expansion rate is etotqdy high. This is due to the tact that the lungs can easily double thrir ca pacity without undue stretching. . There is a potential danger when the ex pansion rate approaches that of instantane ous decompression, even if only a small ex pansion is involved. For elastic '--* to elongate, a change of the shape of tadxridnal ecU* occurs which requires time. U the de compression b sufficiently brief it is pnmitilr to damage the dnn became of the mobility of the crib to overcome bml nriosa rapidly enough- .Four physical factors we involved in ex* plosive decompression: t. The volume of the premraed com partment (ca. ft.*) *. The sisc of the opening (diameter in inches*) 3- The pressure differential (pod.*) 4. The flight altitude at which decom pression taka place (feet*) The first three regulate the time or duration of decompression. With the accurately measured and the pressure diffooitial known, the rate of deeomprotion can be determined In pal per second. The last two factors luted , regulate the extent of expansion of the in ternal body gates, and from this figure and the time of decompression tbc expansion rate can be determined. The smaller the volume of tbc pressurized compartment or the larger the opening, the shorter is the time of decompression. When other factors are constant an increase in the pressure differential attends the rime of deeomprotion, bat -the decompression rate and expansion rate are also increased. The most drastic decompression possible would be that occurring in the smallest cabin, with the lowest cabin altitude at the highest flight altitude attainable, when it b struck fry a missile which instantly dis integrates the entire cabin. In March 1943 the Aero Medical Labora tory was asked by the Technical Staff, Engi neering Division, Materiel Command, to state the requirements for pressurization of fighter and bomber aircraft which would reduce the hazard of expletive decompress!cm to mini mum. On the meager evidence at hand, it was recommended that .the tutelage be strewed and preaurizing equipment be built for a S^j psi. differential in bombers and for a x.75 px-L differential pressure in fighter aircraft. The former differential is sufficient to allow ascents as hfgfa as 35400 feet with out oxygen equipment, while the Utter will keep the cabin altitude below "bends level" (30400 feet) in flights up to 50400 feet actual altitude. Experiments were Initiated to evaluate the tolerance of flyers to explosive decompres sion of the magnitude likely to occur under ihae conditions. The first of these experi ments was performed with a pressure suit in an altitude chamber.* Since the volume of the suit was but a few cubic feet, the open ing comparable to the largest hole in a plane likely to result from enemy gunfire needed to be only a few inches in diameter. Since the pressure suit was difficult to don and was not constructed to withstand a 6.55 psj, diffsential pressure, a mock-up of a P-38 cabin was devised. In the fore end of the mock-up an entrance with a removable *Caatfewl quastitatTve tens astd by acronaa- : W-X1; par : % 1 10 35th National Safety Congress, 1947 door m mdc. To provide exploding open ing* of nrioBi sizes, several interchangeable were "**A* with aperture* of diIfcent bm. Tbe m equipped with demand, and presume uijjui iptow, a comraunia- don system. and a thBe-pTaraxc recorder de signed to give an actuate time tradng of the rapid change*. Tbe cabin was placed in a decompression chamber: tbe subject ot tered it and a simulated Bight was begun. When the desired pressure cabin altitude was reached, the opening was sealed. The chamber continued to tb desired flight alti tude, and explosive decompression was ac complished by puncturing tbe paper seal which disintegrated. Air rushed out of the mock-up cabin until the pressure was equal ized with that of tbe simulated altitude of flight. Tbe fim tests on human subject* were gradually Intensified by Increasing the size of the exploding opening, the pressure dif ferential, and the altitude*,3 Before and after each new step, roentgenograms of the lungs were made, and mean vita! rapadty of tbe lungs was measured in an effort to reveal any injury resulting from the experience. The rationale of the latter procedure was that any multiple, minute contusions and result ing edema io the lungs would decrease the lung rapadry. Subjects waited several day* between more drastic tests to determine pos sible latent reactions. No fll effects were detected and tbe sub jects bad no latent symptoms. The effects of explosive decompression on the subjects were' all comparable. At the moment of de compression the subject experienced a sense of inflation in the chest and abdomen as a result of expanded gas. The subject coughed or sneered as air rushed out the mouth and nose. Tbe observer could see the subject's chest and abdomen expand rapidly. This was verified by moving pictures. With the more drastic decompressions a few subjects felt slight twinges of pai in the upper abdominal region, pocsibly a result of stretching of the attachments of tbe dia phragm. One subject felt moderate pain in tbe unbilical region. These subjects may have had excessive gas In the gastro-lntestisal tract, but roentgenographic studies after in gestion of barium failed to show any correla-' tion between the amount of gas and the in cidence of pain. With the more intense decompressions, subjects woe dazed mo mentarily bat always remained amadous. They were able to put on their myyen masks and unKrrw tbe bolts on tbe cabin door, a fair indication that a pilot would be able to fly hb plane to a.aafer level if bis proaure cabin suddenly leaked,. About so per cent of tbe subjects decom pressed to altitude* above 40,000 feet suffered bends dozing the analog five minutes at altitude.* Had they been pilots, however, they would have had time to By their air planes to lower altitudes. In order to obtain Information on the rise of openings igniting from gunfire In pres surized airplane*,3 fixing tests were conducted on tbe XB-$t and the X&49. The most vulnerable spots were pierced with 50 caliber and ao sub. high explosive bulks*. Tbe largest opening*'obtained were from disin tegration of scanning Wiser*, about go inches in diameter. Explosive decompression was first dooe at an-altitude of 45400 feet, using a a.75 pzi differential procure, and an opening equiva lent to oae of 18 inches in a fighter airplanet In tbe next tests,* 47 subjects, 14 of whom were flight surgeons of tbe Twentieth Bomber Command, were used for a total of too test*. Since then, 50 more tots of tbe same type -have been made. Deanaptradora were at 35400 feet with a 6.55 pad. differen tial pressure (cabin altitude of 10400 feetj, an exploding opening equivalent to a 66-ioch opening in a fuselage of 1400 cubic feet rapadty. This is a larger opening than any produced experimentally or reported from enemy gunfire. Tboe dearetpressfoo* took place in 0075 seconds, giving a deenmprraston me of 87 pad. per second. The expan sion of internal body gases amounted so so increase of 34 time*. In no cate was there any discernible injury to the subject*, later decompressions* at 35400 feet with a 7.5 psi differential .pressure (cabin altitudes 8,000 feet, have bora well Colraated by subject*. There experiments prove that dif ferential pientxre* as high a* 7.5 pai. are safe tor present large volume heavy bombard ment aircraft, even when flying through enemy gunfire. With tbe advent of tbe bubble type ranopy on fighter aircraft, a new problem of raptorive decompression arose. Since bubble ranopira are similar to scanning blisters on bombers, it k probable that they too will disintegrate when muck by a so an. pro dtr Transport Section 11 jectile. In one new airplane * potential explosive opening is *7 inches in diameter. Early experiments revealed that explosive decoapreanoo with an tS-indb opening in a 45-cubic-foot cabta at 45,000 feet, using a *75 pai. differential prosure, approached tbe limit of human tolerance. Explosive de compressions were performed to determine it at '50400 feet a 1 pxi. differential pres sure could be withstood safdy when an opening of 17 inches was made.* One p*.i. differential is sufficient to reduce tbe cabin altitude of an airplane flying at 50,000 feet to 40400 fret where anoxia win not be a problem if subject! use pressure demand oxygen equipment and safety pressure of one to two inches of water. Decompression at 45400 fret with 15 pji differential and at 50400 feet with t pxi. differential pressure was tolerated by the subjects. At the higher altitudes there was some difficulty in property adjusting the pres sure breathing regulator to ward off anoxia. It b imperative that all personnel flying to altitudes above 40400 feet be well Indoctri nated in the use of pruwujL breathing equip went. Twenty per cent of the subjects ex perienced bends of rapid sore* following dccompreatioo. Ways of redodng the sire of the metallic opening in the cockpit or mcaaa 10 prevent dirimegratioo of tbe whale canopy nay be forthcoming. Either may aBmr an increase in the differential fjvomrr great enough to protect againa bends. Expkmre dearmprcnmn is nwcaitd with strong blasts of air thmngh explosive open ings and gwisimim twnmli la bomben, A few Innantm have ownml io which a crew membra was tjoud Isom the plane as be sat nor the waning bEmcr which dis integrated while the plane wm m flight. This can be zwifof by proper ok of the safrey brff and by wvyfog away fms scan ning biisten aup whas secrany. During tbe firing tom as the XB-sg a dummy was pbed is the ri sin 11 lotion tunnel between the fore and rear prewure compartments. When large openings were produced, such as destroying a scanning blister, tbe wind velocities created in the tunnel were as high as 140 miles per hour and ejected the dummy with great force. In one instance when the legs of tbe dummy were hooked in the padding of the tunnel the force was sufficient to remove both the dummy and padding. Precautionary meas ure* consist of the proper use of doors to the tunnel. The-Committee on the Standardiation of Tat Procedures for Aircraft, Joint Chief* of Staff of the Army and Navy, has looked favor ably on a recommendation that firing tots be conducted on all new pressure rabin air craft in an effort to determine the greatest opening that enemy gunfire can produce. This information, with data discussed, will make it possible to determine safe prosurlzation for any particular aircraft. xmitEtczs . 1. AAF Materiel paesui, Eaxtoecrisc Diviwra. Awy Mtjgl JjfeiWi; Frrlwu dneiii tn ***"* S*` . * -- xcJ<rs-ir (7 JmTi 4S42S4I (W DwJ IM1 12 35th National Safety Congress, 1947 THURSDAY AFTERNOON SESSION October 9, 1947 Presiding: W. T. JOHNSON, Safety Director, American Airlines, Inc. An Inspection Report on Suicide Field By E. L. STEPHENSON Middle East Manager, Associated Aviation Underwriters Dear Steve; tingulihers anywhere and I did nor mom "As per your telephoned instructions, 1 made a partial inspection of this field today. As 1 brought the old Stinson In over the wires and set it down on the runway, 1 hit mend any because they needed parachute more thn they needed fire extinguishers. "In thi heavenly spot, practically next door to Paradise; we found the superintends oi a Coca Cola bottle blowing a tire and causing maintenance. He was standing with his back me to ground loop and kill a stray dog with to the hot air furnace, with a dpmn hi one the propeller. After carefully hiding the re hand and a spray gun in the ocher, doping mains of the dead dog in a badger hole on the runway and wiping the blood off the plane, I started for the men's room where a wing. We told Ida we wanted a the In* stalled and be called over io the other corner where Ids assistant was trying to weld a brok 1 always begin my inspections. en' die cast door handle on the door of a "You know you told me that an airport plane with the door stiff in the plane. The operator who cannot run a dean toilet can* two of them took the tire and sot out to not run an airport and it certainly is the put it on my plane while the paoal man* truth. This particular one was of the type ager went back to the oMet sod I impeded described by John Paul Jones of Des Moines the tie-down facilities foe p1*--* stored out* and I could not get dose enough to it to ride. inspect it so I was unable to form any opinion "The tiedown area was ooc mowed last sum as to the ability of the airport management mer and dead gram sms heavy. Thai keeps by inspecting the toilet and 1 proceeded with tbor feet dry in wee weather and in dry the inspection of the rest of the airport. weather it makes good gnat foes. Mow of the "First, 1 went to the combination office and * planes were tied down with ttaha line and pilot's lounge to wake up (be chief pilot and tent pep. A few used ^ each rope and then general manager and buy a new tire and get tied the rope to the (at peg with ooc strand it installed. Luckily, he found a pretty good of rusty bailing wire, fiat used unotlc tire undo the davenport on which he had building blocks weighing about 14 pounds been sleeping, ft had been holding up pan and lying on the ground the wing. of (he davenport springs. There were some so oBcii permanent tie- "We took the tire and went through a bole downs with eye bolts sticking out of concrete. in the trail into the main hangar which is They looked good on top, but I pulled ooc jo' by So' and built of old sheet iron on out and looked at it and it wasn't much big. unprotected sled frame. The floor was of gcr than my bat. You know the story from wood well soaked with off. The main doors hundreds of claim reports. "A terrific wind, were dosed. They were the sliding type that or tornado, (of 40 MJJ1.) broke the ropes tilde when pushed by a tnidc. There were no or pulled out the ooocretc 'anchors* and tide or rear exits. The front of the hangar toned the plane into the adjoining field.** was used by the operator to store his own "Then I inspected five multiple T hangars planes. built So* apart on the slope of a day hill, "At the back, in one corner near the big and with airplanes parked between thou. hot air furnace where it was warm, was the All of these hangars were built since the war. curtained*off dope room. Dope dries mud) In fact, one was completed in 1947 and two fatter near the furnace and the furnace draft docs away with the necessity of an approved ventilating system. There were no in a* were built In the Summer of 1946. These two still had the original gram floor. It was dead and discolored, but it was still soft and Air Transport Section spnugy. Dead grass still stands right up to He told sac that U was 00 crime to choke the hangar walls. All of the doom sagged, all the wiring was terrible and many of the planes had their parking brakes set. There were about thirty Stinsons, Erooupes, Aeron* that airport operator to death and that on the contrary, be was going to give me a special reward and let me write this letter to you and idl you all about this aviation Paradise and css. etc-, in these hangars. who is going to come here. "If the one at the top of the hill catches fire first, the burning gasoline can run down "This is really the kind of Heaven we al ways dreamed about. Everybody flics up bore the bill to the next hangar and on through all five hangars and into the main hangar. --all Cod's children got wings. The sun shines all the time, so radios always work, itunways "By chat time, I was getting groggy so 1 are 100 miles long without obstructions. Gas. went back to the ottec to get a Coke out of oiiae is free. Toilers are dean. Accidents are the machine. On the wall was a big poster unknown so Insurance men don't have to announcing an air show. Under the words work. All I have to do is help Sc. Peter direct "Air Show" was another line "Thrills, Chills the bun boys, the air show promoters, the Jc Spills** and a list of the events. Number lousy operators and others, who hinder the k was a gas prise Cor amateurs for a spot desriopmeoc of aviation on earth, down to landing contest in parachutes from joo feet. the lower rtgjoos. No operator who ran a There woe several other thrift erems and dirty airport on earth will ever get in here, then the star of the show was billed. "Mad man" Hot Stock would do slow rolls at fifty toct and ad his act ha a bfauc of glory by flying in bum of the yteaten opnde down "That old proverb. 'Cleanliness is next to Godliofos' b certainly true. Without dearth* nos. you rannor have mfety an aviation--in fact you cannot even hare anation. A broom, and pithing a hawBmhid off the ground with his t**k The pester said nothing about air traiwportariou. U sa strictly a "Thrill" a mop, a cake of sap and some elbow grease come m in airy safety program. A dirty airport is not a safe airport oar is it prosper show of the kind sse hove used for forty yean to scare people away bom flying. ous. A dan airport is uctolfy safety minded. "The general mange* woke up again.aod asked me wtm amueauee sates srexe coming down and asked me why good careful open- "You have got to recognise that those who fly can h* divided ioto two riiwei. First, those who have a real use for air tnnsporU. xion in their business or reowioa and can ton like hi--df couldn't get a lower rate than Iris looey esafoken- He told me ex actly btro we ibuald ram our badness and 1 afford it. Second, those who are in it for the rhriff and glamour. This titter class generally has an inferiority complex so. they want to took it- He atbutsd that f we knew half fly and be supermen. They generally lead a as much aboat our hataca as he knew about his, our rates could be ear 95 per cue. Stiff I didn't get amd, has when be said the in surance companies had never dime anything to help aviation, I couldn't scaad k any kingir so I killed h-- with my hare hands usd threw his carcass iao the tcflrt." humdrum existence six days a week but on Sunday they rent a plane and are 'fling for an hour*. This latter class is by far the larger. No one wants to -deny a soda jerk the right to boffd up his own ego by flying, but the fact remains that most of your buzz jobs are done by the titter group, That partial impeafou report was found "Oat of to bun boys that I have directed near the body of my iofsoar who had hanged hl--rlf time nofog k hi* hoed room. below, i) were under 25 years of age; earned less than tjao dollars weekly and bad inferi ority complexes. About a week bam, I gg a ante bom the spirit of my deported importer written from the Airport of the Sam and smrfmg as fellows; "Dor Steve: "After I erased dm U, "A dirty airport attracts the bus boys. "As I mentioned before, insurance men really rate up here, but there is also a fine place waiting for those salesmen who will go out and sell air transportation to a million of dimb jumped op to ; Before bog I bosk* * traveling men who need it but do not know It yet- St. Peter will roll out the red carpet right by a huge rami _________ . for three boys because they will be the boy* Gates. St. Peter we* aaffteg emt the ru* carper for ms hr docs dm foe aM fonesanee acn who build the aviation industry. It will be scene time yet before they get here because 14 35th National Sajeiy Cotigress, 2P47 they haven't even timed their job oo earth yet and it is a big one. "Next in order coroe* a very small group of flying instructors wbo taught students so well that none of them ever had any insurance claims. "Next come the operators wbo ran dean, safe airports on earth, and tied their planes down with t/i inch rope to two cubic feet of menu buried four feet deep so their planes never blew away. "Then come the mechanics and the manu faoureta, the pans men and ail the others who did ihdx jobs on earth like men. All o3 them will be here because doing a good job on earth is the only way to get here to this aviation Heaven where even the operators get along with otse another." Passenger Safety on the Bamp and In die Plane Before Take-off By C. S. MILLER VIce-PzeudenL Whitney and Miller In the early days of aviation, better known as the barn storming days, the owner of an airplane usually had more ideas than money. He would take his crate to an open lot and post a sign, "Si-QQ for *o minutes in the air.'* Any of the prospective customers were eligible to swing the propeller and start the engine. There were no safety belts. The wings were held on with barbed wire, and you could usually become pretty well nicked up just entering the aircraft. Any injuries connected with th semi-exhibition era never developed a etaim against the owner or pilot. The in jured customer usually remarked on bis own clumsiness, and was chagrined that other people had seen the demonstration. Then came the hist air mail. There was an occasional daring passenger, wbo would crowd into the front cockpit of a two-place airplane, sit on some batf-fiUcd mail sacks, and then tdl his friends about the countryside over which be Sew, and which be probably didn't see. Any injuries suffered--from hang nails to pneumonia were never put in daim form against the owner or operator. Today's airlines handle a tremendous vol ume of people, cargo, and mail, and there has developed a much different attitude on the pan of passengers. We have handled Claims in which a person slip* on an ley ramp. The resultant slight injury is immediately built up into a claim against the airline. Purchase of a release may involve settling for doe doc tor bill, rebuilding one wrist watch, supply ing one new drew and pair of boco, lew de predation. A release such as this Is called a "nuisance" or expense settlement, and the insurance carriers for the airline* are not interested in making any bwl Some months ago, a woman was entering an airline plane at Detroit. She daim* that the wifid blew the door dosed before she could get her foot into the airplane. The alleged fracrurcd ankle, pain, suffering, men tal anguish, etc. was built up during the following months, and that case was settled before triaL Propeller accidents continue, and after we get rid of the tans on the front of these strange contraptions wc will probably have the customers burned by the exhaust from jee engines. A customer oo one of our midwest airlines was a little late in getting out to board the .airplane The plane be was supposed to board had down some half mile from the loading ramp. The customer saw another, which belonged to a different airiiw, stand ing with the inboard engines idling and be derided that it was his ship. He ran along side the ship from the tail toward the wing, waving his ticket and trying to attract the pilot's sttoliM wbo cm the pom. before the props could come to ra ewe Made had struck this pasmnger. as he emerged from the leading edge, and he died some fear bout* later. The mother of the decramd Is now seeking to make a mousy from the air lines. Minor injuries earned by fatUwg ova- chock liner, battery equipment, and COa bottles, arc becoming las frequent as airport oper ators do a better job of herding passengers. They are not allowed to approach the plane now until loading and Waiting equipment have been removed. Human failure, sech as that, which permits **4 to be hauled with Air Transport Section out the tail support fork in place, is difficult to eliminate entirely. Aside from posable structural damage 10 expensive aircraft, noth ing looks sillier than to find the fend buk of the center of gravity lifting np the Croat of the airplane and the ame wheel staring at the customer*. In one case the pilot, as he fended as Ge neva, Switzerland, was informed by the cower that Ids plane vn apparently m fire, and that airport equipment would be at tbe end of tbe landing run. It was later learned chat the tail support fork had nos been deaconnetted at Amsterdam-bad beat Sown to local manager; (he janitor; and any gen danses, who any be within earshot. Even though tbe Boor any be in perfect condition, pedestrian traffic is properly controlled, and there a no apparent negligence on tbe part of any of tbe airline* concerned, still the avi ation *t carrim usually pay money fee a release tube* than run up legal expense or take a chance cm finding some damaging law precedes*, made by the count. It should be remembered by airline people, that the better you run your boiiurw In rtfetioo to handling the public--the less will Geneva--and not anti! the gads from tbe be the iusuiaiwe am. cd support banging 00 tie teaway woe noted by the tower am. did Itepfeclrc aoy notion that there was anything wrong. {From Clayton fceighth wary. Jirptmma Dnfty and Dcmgcrmu). Accidents in and around liipat hnitfags used by the public are waihr aa the mo that occur in baseball parks. --* To obtain a dorrruing acckUw frequency and to give your insurance carrier a better chance 10 dtfmd --crenfuUy your right*. it aria me that barer Kahan among airlines would hdp. Amid the petty jcakxhy. whkb pcreina one lirBst from miag the passenger wands and any* at another. Get together mi draOsp a stawrtaid type of hading stand. urns, skating rinks, ibmocs er tog places. Legally, (here a much new about thoe ' dips on tbe floor of a ] office nay or may aoc be sosomiy gsrdlew of the injury, the " to be 'from whom aa t g Tbe plaintiff's attorney e body; tbe airline from the ticket or she was ticket; any other afeS some control over the . m which owm or the baikffia^ dm They rii probably cme you fen. You don't kmc any hdTidnfey foe your fine, and you hum am available to help solve the fenffiwg psolilim. Mam fuquoa Wefing of personnel who feari and uwfend pantogta should also help. Van have to tapes upon your people that the mailing public k naive about airplanes and ransontly wandering into trouble; and feufy, ffiottt adrertiring which docs not mm the fends and yet would create a hkndfco foefrng by tbe traveling public, wanld be of benefit m aS cDocoocd,  35TH NATIONAL SAFETY CONGRESS I A T I 0 N A L SAFETY COUNCIL, INC. 0 NO. WACKER DRIVE CHICAGO 6, ILL. Foreword rJPHE Transactions of the 35th National Safety Congress and Exposition o the National Safety Council are pub lished in 29 volumes. Volume I includes the Annual Meeting, Banquet, Women's Activities, Index to all volumes and List of Exhibitors. Volume 12 contains the ASSK Session and the Industrial Subject Sessions. Volume XXIX contains the Early Morning Sessions, "Psychology You Can Use." Each of the other volumes is devoted to the sessions of a single section or division of the Council. The transactions are a record of toe proceedings of toe Congress, condensed and edited for reference purposes. The complete original manuscripts, many of which contain charts and illustrations which could not be reproduced here, are available in the files of toe National Safety Council. The National Safety Council seeks to eliminate from dis cussion matters not pertinent to the aims of the Council. However, it cannot accept responsibility for the views ex pressed at the Congress or to this record. It is expected that toe new format of these Transactions will permit wider and more effective use of toe material re lating to various fields of safety. At the same time, the whole set provides a complete and indexed reference work on all phases of accident prevention. THE NATIONAL SAFETY COUNCIL 10 North Wcackse Drtv* CUOQQO 8,20. niiTDii ,i, 3 35th National Safety Congress Transactions ns* Voi. Animal Msaflnij Banquat, Women's AettvUlw. Index to dl VdtrmM and EnUbUon.................................... I American Socfaty o* Safety fingfo--n and Snbfrcl *T--Ions, 2 ' Aircraft Maadactarfaig Section.................................................. 3 Air Transport Section.......................... 4 AutomotiTw and Machine Shop Section................................... 5 Cmenl and Quarry Section...................... 6 Chemical Section...........................................................................? Coal Mining Section........................................................... 8 Commercial Vehicle Section....................................-............... 9 Construction Section............... 10 Food Section....................................................................... .....11 Industrial Nursing Section. ........................................ *12 Marine Section ........................................................................ .13 Meat Packing. Tanning and Leather Indnsbiee Section.14 Metals Section..................... ............. ........................................15 Mining Section............ ................................................................13 Paper and Pnlp Sertkm........ ............................ .17 Petroleum Section............................ 13 Power flees Section.............................................. ...................... 13 Peddle Utilities Section........................................... .90 BaSIroad Section........ ............................................................. .21 Bobber Section........................ >-24 Textile Section............................................ '.23 Traffic Section.................................................... -...................... .24 Wood Products Section........................................... 25 Farm Safety ....................................................... 23 Home Saletr ......................................................... 27 School and College Srmtuus..................................................... .98 Psychology Yon Can Use (Eady Mondng Srsrtonr).............. 23 PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES VOLUME SIZE *' / to 9 copies to to 99 copies Leu than 14 pages--f ao u *4 to 48 page*-- *5" 49 to 98 paps- .55 " over 96 pages-- 0 " 1,15(3. * - ,.*> ' 45'*. too to 999 copies f .1jj ea. no" .JO " 45 " toooormort f .15 eg, no" .JO 45 " Complete set of Transaction* (*9 volumes}--$gno NON-MEMBER prices arc double member prices. 4 Automotive and Machine Shop Section Execudr* Committee 1947-1948 General Chatman--J. 1 MOORE. Director of Safety. Corporate Service Incorported, Detroit. Mich. Tlct-Chairman--L. B. LOOMIS. Safety Engineer. Fisher Body--Termtedt Division. General Motors Corporation. Detroit. Mich. C. A. DeMONGE. Safety Director. Kelsey-Hayes Wheel Company, Detroit. Mid). Secretary--&. L. McCUlXY, Safety Supervisor, Westinghouse Air Brake Company. WUmerdlng, Fa. Program Committee Chairman: GEO. F. NUERNBERGER, Safety Engineer. A. A. Dick Company, Chicago, IU. JL D. HARVEY, Safety Engineer. The Murray Corporation of America, Detroit. Michigan C. O. ENOCHS. Safety Director, Chevrolet Flint Division of General Motors Corporation, Flint, Michigan F. H. HUMPHRIES. Manager Safety and Claims Division. American Car and Foundry Company, New York. N. Y. Epytiuitinij Commutes Chairman: F. W. FZSRE. Safety Director, The Brewer Tltcbner Corporation, Cortland, New York BARNEY J. POVOLNY, Safety Director. Detroit Diesel Engine Division, General Motors Corporation. Detroit. Michigan WM. SMITH. Director of Safety. Ford Motor Company of Dearborn. Michigan Mnmbrmhlp CnrmnTtton Chairman: PAUL J. BLACK, Safety Supervisor, Westinghouse Electric! Corporation, Lima, Ohio ARTHUR E. EWING, Latrobe Electric Steel Company, Latxobe, Pa. FRED G. YELTON, Safety Director, Ddco Rosy Division, General Motors Corporation, Anderson, Indiana Nows Lwttor ComwititM Chairman: PAUL F. HUNGER, Safety Director, Frigidaira Division. Censal Motors Cor pomion, Dayton, Ohio LOUIS A. CALANTUCCI. Safety Engineer, General Electric Company, Bloomfield, N. J. G. W. YEMM, Safety Director, Otis Elevator Company, Harrison, N. J. Heddi Cnmmltton Chairman: A. L. BROOKS, MJ>., Medical Division, Fisher Body Division, General Motors Corporation, Detroit, Michigan C. F. ENGEL, MJ)^ Assistant Medial Director, Westinghouse Electric Corporation, East Pittsburgh. Fa. FRANK A. PATTY, Director of Industrial Hygiene, General Motors Corporation, De troit, Michigan 5 6 35th National Safety Congress, 1P47 PnbBdtr CommttlM Chairman: O. C. BOILEAU, Supmvisor of Safety. Health and Retirement, R^CA. Victor Cor poration of America, fiimitm, N. J. GERALD C. SQUIER, Assistant Director of Personnel, Bulldog Electric Products, Detroit, Michigan EDWARD G. HOLTZMAN, Director of Safety and Medical Departments, Wagner Electric Corporation, St. Louis, Msaouri Chairman: H. J. JENNINGS, Safety Engineer, General Electric Company, Wert Lyes, Massa chusetts W. E. BROWN, JR.., Safety Director, The City Auto Stamping Company, Toledo, Ohio LOYLE DAVIS. Director of Posonnel and Industrial Relations, Mueller Company, De catur, minors OSdw-Job Cncmfitttaa Chairman: M. F. B1ANCARDI, Safety Engineer. Health and Safety Department, Industrial Relations, Dir, Allis Chalmres Company, Milwaukee, Wa. ROBERT C. BENSON, Director of Personnel and Safety. TTM*y Stamping Company, Laming, Michigan . CLARK WOODWARD, Director of Safety, A-O Smith Corporation, Milwaukee. Wis consin TVirtsc ^miiiiilTlaa Chairman: CARL PETERSON. Safety Supervisor, Plymouth Motors phUm of Chrysler Corporation, Detroit, Michigan CARLTON R. REID, Safety Engineer, Westingbocae Electric and Manufacturing Com pany, Springfield. HsrtnJinims HAROLD M. ERICKSON. Director of Safety. Nash Motors. Kenosha. Wia. Membcrs-af-IArge--1*J. W. YOUNG, hunutnal Kmour Ga, (Magi Sh *0. T. LEH MAN. Chrysler Coq>, Detroit, Mkh^ *W. A. BECHUX, Cfayskr Corp, Detroit, Mkh4 J. C. BOWER. >om uim Arc, Pittsburgh. Pa-; *1L A. CLARK, jjgf Devonshire Road, Crow* Foists. Midi.; H- B. DUTTVS, Wmfngftrwrar Electric Corp_ Eart Hushmgh. F*-: HOYT I. PRACHER, Detroit Steel Products Co> Detroit, MidM *G- A. KUECHENMEISTER, Dominion FWje Sc Starapiog Ox. WaOsrille. Oot. Canada; *M- J. MC CARTHY, Fisher Body Detroit Nr. Gcasal Motors Corp. Detroit. Mkh; ROBERT ASHAW, Detroit Diesel Engine Dir., General Motors Corp, Detroit, Mkh.; LT. COMDR. PAUL S. STRECKER; 'L F. THALNER, Bolt* Motor Div, General Moton Gorpu. Flint. MkSu* *V. L TROTTER; & E. WOOLIEVEIt. A. O. Smith Cf. Mfhranktc. Wb. Staff Repmrntatii* ARTHUR Si KELLY, National Safety Couodi, Chicago. HL Indicate! Past General Chairman Automotive and Machine Shop Section 7 MONDAY AFTERNOON SESSION October 6, 1347 Presiding; Da- A. L. Bsoou, Medical Director, Fisher Body Division, General Motors Cornnmriwi Recognition and Control of Fume and Dust Exposure By V. J. CASTROP Baeoarch Laboratories Dirimon, General Motors Corporation Illness which bb be attributed to the oc cupstkm may occur in Uw automotive and allied industries. While occupational disease eases are much fewer in amber than those resulting frocn accidental injury, there still remain* the need for vigilance in maintaining a healthful working environment. The re sponsibility for employee health is delegated by management to the medical director with the safety director charged with matters per taining to safety. For the smooth functioning of either department it is neeaeary that these individual* work, in close harmony with rach other. A aafecy engineer who is capable of recog nizing cooditiom which may be detrimental to the health of the employee is an excellent teammate for the doctor in any employee health maintenance program. The safety en gineer need oot be capable of actually sam pling air in the environment or designing a vcntihtioo system for the control of toxic materials. He should, however, have knowl edge of the materials which have been proved harmful, should be fairly well informed of bow that materials may be used safely, have some of basic control measures whkh are normally recommended when such The intention is not to present a highly technical discussion of fume and dust expoanrm or detailed it formation regarding wrwftatjnn systems, a such matters arc ol taaemrt m the professional industrial bygienbt and at comparatively liule value to safety csghNCUk This dhawing will be limited to the auae baric principles of industrial faygienr as they relate to fame and dust expmart an Mok what control measures to protecs the cmL to call to your attention 'a which are commonly I Is She aauauiie and allied industries, Ac samw siaar indicating the generally accepted opinion as.to their effect on health. Many conditions axe corrected or improved because of reasons other than their effect upon the health of the employees. Better products, better employee relationship, reduc tion in maintenance of Equipment may be dted as justification for management's de cisions for such correction or improvement. Generally speaking there are two means of entrance of toxic compound* into the human body under industrial conditions, namely, by ingestion or via the respiratory tract through the inhalation of fumes, dusts, mists or gases. Ingestion is of importance if toxic materials which have a systemic effect are used and adequate washing hdliiia are not provided, or, where the employees are slovenly in their personal habits. Inhalation is considered the most important portal of entry of fumes or dusts and the partide size, therefore, be comes significant in evaluating an exposure. The particles which cause the physiological change* axe those which are small enough to remain suspended in the air and not those which immediately fall to the Boor. Flying partide*. which are of concern to a safety man and tor which he advocate* the use of goggles, are not of hygienic significance since they axe not of respirable size. To judge the seriousness of an exposure by the quantity of detritus adjacent to an operation is often misleading. This is especially true where mechanical ventilation has been provided which will remove the fine material but is inadequate to trap or convey the larger particles. In evaluating an exposure It is necessary to consider the toxidty of the material, the duration of the exposure, the average concen tration of the contaminant with special atten tion being paid to those operations which produce high concentrations at some phase of an operating cycle, and the measures which have been provided to control the exposure. 8 35th National Safety Congress, 1947 u*Air*i records o! the individuals subjected to the exposure may be of value if the exami nations are thorough and frequent and not of a cursory type. It must be remembered itm occupational are stow in develop ment in some imiawTS lasting in effect. Stow titJitge* may not be delerred and the mere fact ttnt cases have not occurred a no assurance aepowes to known toxic materials my be ignored. The i^wmiMtinn of the concentration of the toxic material in tbc air is important in evaluating the exposure. Tests of this type are not only indicative of the degree of coolamination but in some instancy* which op eration is the major oScofs. The apparatus used in collecting the con taminant and the method used in estimating the present in the atmosphere vary with the type of material. Teas of this type are q;--ia nature and are beset with many pitfalls whiefa can lead to way nreneout results and conclusions if doee by other than experienced personnel. In a discussion pertaining to toxic ma terials it is generally necessary to quote per missible concentrations or as it is sometimes expressed -- ----" allowable concentra tion*--permissible limits, or thrrahold limits. These terms are used extensively by industrial hygienists to indicate concentrations of a substance in the air which are considered compatible with good health. The limit usu ally applies to exposure* of eight boors dura tion for a prolonged period. The limits are. for the most part, advisory standards or bench marks whkh are prac tical to meet. In general, these limits are de rived from three types of evidence all of wbicb have value and limitations. t. Animals have been exposed al different concentrations and the effects noted. a. A few experiments have been made on human subjects for short periods of time. g. Safe Hmits have bees arrived.at by measuring the concentration* of -sub stance in workroom air and corre lating th information with results of medical examinations of workmen. There is no magic connected with these limits and the mere fact that they are atcwdfd docs not necessarily mean that some one will definitely become ill. bat there Is a good probability that someone will suffer 111 if the limit is greatly exceeded Cor a considerable period. There remains much to be learned regarding the toxicity of many substance* used is industry, and' it i* hoped that with more research and study that the answers will be found. So much for the general picture. Now la's take a look at some specific operation*. JFeWing--Welding proceoo most commonly used can be divided into three typo, arc, gas. and resistance. The safety measures per taining to clothing, goggle*, mad bdmm are of common knowledge and therefore, shall not be considered in this dlrnaafoa. Arc welding when performed on uneoated steel docs not produce a condition whkh is considered harmful to the welder provided it is accamplisbcd in a comparatively large open area. The fumes which result baa welding consist essentially of the oxides of boo and oxides of metah whirfi may comprim the steel or coating of the welding rod. Some in vestigators have found dundmlk mark ing!.On chest x-rays of men who bare welded tvW severe conditions for loog periods of time. These markings are presumably due to the deposition of iron fumes within the lungs, but it has not bees demonstrated that such fume* have caused physical impairment. A frequently suggested limit for welding fume fa 15 milligrams of iron ov-`' per cubic meter of air. Concentrations of this magnitude existing in the workroom would materially reduce visibility and thereby become a nui sance or an unsale condition requiring cor rection. Welding within confiord areas Kh as tanks, inside machinery or oqnipmml. or in mail rooms presents a condition which on be of coooon. The concentration at fume is materially higher under them condition* as there is little opportunity for dtfnrtoa by natural air currents normally present in a large shop. Nitrogen oxides formed by the cleouic arc when inhaled in sufficient quan tities causes fluids to form in the hiog--edena --with the resultant failure of the respiratory system. While welding in large open areas these toxic gases are normally net proem fa sufficient quantities to cause harmfnl firm, However, when welding is done is confined areas, tbc nitrogen oxide* may reads a acaitration which will be harmful. Gas welding generally is doc productive of harmful fumes. There are, however. In braiiog two potentially harmful exposure*. While boric add or borates generally are toed in 9 brazing fluxes, some metals requite fluxes containing signifiesat quantities of fluoride compounds and fames from these fluxes have been known to produce significant naal irri tation. Fluorides in general are looked upon with suspicion since they may produce harm ful effects upon the booe structure. A limit of *4 mg. per cubic meter has been suggested for fluorides, bat no standard has Wti agreed open. Mere industrial hygienists at tempt to keep them as low as pnolcafale in order to be absolutely certain that booe dam age does not occur among the workers. Siva- solder is one of the more commoo alloy* used in brazing. Solders of this type vary in composition and may in some in stances contain ratiln. which if volatilized in sufficient quantities is considered to be harmful. At present the suggested limit for cadmium fume in air is 1 milligram per 10 astrie raeta* of air. Resistance, spot, or butt welding of plain steel is of do concern from the physiological standpoint. Tbe fumes arising from such operations generally are caused by the vola tilized ofl whkh has come upon the metal stock during previous operations or which has been pficrst npoa the metal as a rust preventive. The preceding rifonts*ion of welding opera tions has been baaed upon tbe assumption that the racial* being welded are of plain steeL Tbc performance of welding operations, either arc, gw, or resistance, upon metals which have been coated with such toxic ma terials as lead, cadmium, or mercury may cause harmful exposure*. Tbe bat of the flame or of tbe are causes volatilization of these moats. Welding or mtrtng 0( tense plate or ocher aaetab containing significant quantities of lead can mult in the volatiliza tion of lead fume, which if for a sufficient period of time, may result in lead absorption and ultimate poisoning. Tbe cut ting or welding of surfaces which have been cooled with point containing lead has caused lead poisoning in the post and will continue to do so nnlrw adequately controlled. WehSag of radmlum plated material was attributed a* the rinse of illness and even death to a Dumber of Individuals during tbe reesac war aafvity. Tbe reported cases in dicated that death occurred in a compara tively abort time after the exposure. Welding of galvanized znctal causes the votamiration of the zinc coating. Temporary discomfort associated with metal fume feter may result from such an exposure. Where warranted the control of welding fumes is generally accomplished by providing a mechanical ventilation system. The type of ventilation used is dependent upon tbe na ture of the welding. When the object to be welded is positioned in a fixture or jig it is possible to obtain effective control of tbe fumes by tbc use of a grill side hood, or flexible duct near the source of fume. If tbe part* are large and it fa necessary to weld more than a foot from a fixed point it is difficult to obtain good control of tbe fume with reasonable air volume* through sys tem using flexible ducts. Since the effective range of most flexible ducts is approximately S inches from tbe duct opening, it is neces sary for the welder to move tbe duct when ever tbe are is outside this range. The prac tical result is that most ducts are normally not moved and the ventilation system does not remove the fumes when liberated. Ac- . cording to reports this type of system has been effectively used in shipyards, for the control of welding fumes in confined areas. In view of this ecperience it should there fore be a satisfactory means of control for welding fumes in tanks. However, excellent supervision. and education is necessary to make such systems effective. Where the room volume per welder is large, che natural ventilation within the plant is usually sufficient to prevent the accumula tion of excessive concentration of fumes from plain steel welding. Circulating fans directed from the ride bdp to dilute the fume which may be concentrated in the breathing zone of tbe welder. Another means of control.is the use of per sonal respiratory equipment. Air line respira tors and fume respirators have been developed which will provide adequate protection. Some manufacturers of this type of equipment have on tbe market welders* helmets with facilities for providing fresh air to the wearer. Tbc use of this type of equipment has been limbed, Since the welder is already burdened with helmet, goggles, and protective clothing be probably will not be receptive to a respirator. It fa usually sufficient in "mt welding for tbe employee to wear an ordinary !*>*+ and to arrange tbe position of the work so as to prevent tbe concentrated fume from flowing under the Dr Grinding--Tbe dust vaulting from the 10 35th Notional Safety Congress, 1947 grinding of nontoxic metals which are free of and is generally considered a nuisance and is not harmful per sc. Despite this fact some state laws require griding operations to he ventilated. This requirement has probably been a hold over from the days when sand' stone wheels were prevalent and also to pre vent the creation of a nuisance condition. Grinding wheels in use in industry have ar tificial abrasives suds as aluminum oxide or silicon carbide. Emery, which is a natural product composed of essentially aluminum and the magnetic oxide of iron, may also be used. A permissible limit of 30 million par* tides per cubic foot of air for aluminum oxide and silicon carbide was recently ac cepted by the memben of the American Con ference of Governmental Industrial Hygien ists. Such a limit is liberal and concentrations of such magnitude are normally not en countered. When lead, silica, or some similar toxic material comes in contact with the grinding wheel the exposure to the abrasive matter may be ignored and the exposure evaluated on the basis of the toxic materia!. If this latter material is controlled the nuisance will also be eliminated- Ventilation systems .for grinding wheels have been fairly welt standardised and gen erally are satisfactory to prevent a nuisance. Hoods should enclose the wheel as completely as it practicable. Air volume should be pro vided which are sufficient to cause an inward Sow into the hood when using the smallest wheel. This is especially true where toxic materials are involved. Wet Grinding--Baffles, hoods, and guards are generally located near wet grinding wheels to prevent dispersion of the liquid used as a coolant. These devices .arc usually sufficient to control the dust if it is nontoxic in nature. If the dust liberated is toxic, me chanical exhaust ventilation may be required. Buffing and polishing-The buffing com pound applied to wheels used ' for buffing and polishing vary in composition. Waxes and various types of-abrasive are the major components. These materials plus lint and fibers from the wheel are the essential in gredients of the airborne dust. The toxidiy is dependent upon the type of abrasive. Generally ventilation is provided so as to improve housekeeping and reduce the num ber of complaints and not because of the hazard to health. Machining--Smoke from oily parts is the prevailing source of air contamination at machining operations. Illness has not been attributed to this type of exposure. As is tbe case with most fuxna and dusts of the nui sance variety little is known as to what ef fect such materials have on already existing physical abnormalities. Machining operations on steel produce large chips or turnings; consequently, dust U not a problem. Operations involving the machining of high lead alloys have been studied, and significant quantities of air borne lead have not been demonstrated. Graphite which becomes airborne during the machining of cast iron is not considered to be physiologically significant, and there fore is classified as a nuisance dust. Frequent ly management considers it advisable to pro vide ventilation for the machines which are productive of the most dusc, as graphite on tbe clothing and person and surrounding machinery is conducive to many complaints. Ventilation systems for the machining, drill ing, and so forth, of cast iron should in clude boods located as near the cutters or drills as is practicable. Many of these boods are in use on production machinery and are doing an excellent job of dust control. Abram* Cleaning--Since siUa is recog nised as the most harmful of mineral dusts, an adequate ventilation system is normally provided at the time of installation of com mercially built and blase equipment. Con tinuous usage and lack of maintenance result in a breakdown of adequate control. Visible scape of dust is the best evidence that this has occurred and it is advisable to correct such a condition without undue delay. Employes who are stationed in blast rooms are dependent upon personal respiratory equipment. It is of utmost importance that such devices are of a type which will proride the necessary protection. Devices of this type are of the supplied-air variety, and it is neces sary that the air provided be free of harmful contaminants. The air compressors should be located in an area free of contamination otherwise tbe contaminant1will be transmitted to the helmet and the brathing zone of the worker. ' Normally, ventilation within the room is provided so as to Improve visibility and to help prevent tbe escape of dust to the sur rounding areas not to reduce the concentra tion of silica dust to a safe level. Automotive and Machine Shop Section 11 Tumblast or routing table type of sand blast units should be provided with sufficient ventilation to prevent tbe escape of silica dust. Leakage due to excessive wear should be remedied. Small sand blast cabinets, where the opera tor controls the blast nosles from outside tbe cabinet, frequently have fruity seals around Practically all industrial plants have opera tions which involve the use of leading bare bearing metal or solder. Babbitt bearing metal containing approximately 75 per cent lead has been encountered. The composi tion of solder metal is variable and de pendent upon (be purpeae for which it is used, with ordinajy soft solder containing a the doors or the rubber gauntlets are loose comparatively high percentage of lad. or torn. Tbe dust which escapes from the Assuming that the babbitt or solder in cabinet through there openings is in dose use is one containing a significant amount of proximity to the breathing zone ot the em lead, the question then arises as to whether ployee and in many instances exceeds the per ' ot not the employees working with this ma missible limit for silica. This leakage should terial will become iQ. The answer to such a be corrected and the men should not be re question could be given by a qualified in quired to use respirators. dustrial hygienist after he had seen the opera If tbe artides being Masted are free of tion and considered such factors as the tem silica or ocher toxic material, the dust result ing from grit or shot blasting b classified in perature to which tbe metal is bated, the method of removing extras solder, tbe length tbe nuisance category. It follows that the of exposure, and the effectiveness of the con maintenance of ventilating systems for grit trol measures provided. blasting, although datable, is not always so necessary as for sand blasting. Jt is a well known fret that lad causa Illness if absorbed in excessive amounts, and Tbe use of steel grit or shot in blasting therefore operations wherein lead is used rooms produce excessively high concentra have received considerable attention and tions of dust within the enclosure. It is there study. Out of this experience certain prac fore. necessary to protect the worker within tices are known to prodace excessive exposure the room. The remarks included in the sec whereas other practices have been proved not tion devoted to and Masting rooms are there- to be harmful. It k generally conceded tbat forev pertinent when considering rooms in excessive concentrations do not result from which steel grit of shot are used as the abra sive. operations where soldo is applied by mans of an electric soldering iron. This is probably Vapor blasting, a variation of and blasting, due to tbe small amounts of solder used and is bl comparatively recent development. This the comparatively low hat o! the metal. procedure invotves the use of fine silica and water under pressure. The silica used in vapor blast units vans in size and may even be as small as 1250 mesh (approximately to mi When an iron is used which is bated in a small gas fired furnace, tbe exposure may be of greater consequence. Solder which remains on tbe iron coming into contact with tbe crons). It is generally believed that airborne flame or bat is vulnerable for volatilization. lilia partidcs below 5 microns are most sig Small amounts of solder drop from tbe iron nificant in causing silicosis. It then follows onto the hot floor ol the furnace where it is that operations involving tbe use of silica readily volatilized or oxidized. Tbe oxMiwt abrasive whore initial particle size approaches materia] may become airborne due to dis that order of magnitude are more hazardous, turbances created by the game or by remov and require continual vigilance in maintain ing good control. It is. therefore, essential that tbe vapor blast cabinets be maintained so that leakage of mist does not occur. Good ing or placing tbe soldering iron in the fur nace. Frequently Industrial hygienists recom mend that vcntilatioa be provided for bating units of this type thereby removing lad housekeeping is also essential as spillage of the and and water sludge upon the Boor will create a source for dust dissemination fumes and dust from the environment. This is particularly true in small rooms or where many units sue in use. when the water evaporates. Likewise, con tainers of the dried sludge should not be al lowed to stand in the factory where they can be influenced by air currents of high velodty. The atmospheric contamination occasioned by the use of cither gas or electrically bated pots containing solder is dependent on a number of factors. With higher temperatures more volatilization will occur and the greater 12 35th National Safety Congress, 1947 wiR be the exposure. With the higher tem Heat Treating--High temperatures are a perature the metal is more readily oxidized to frequent source of complaint from employee produce a dross consisting of a high percent' in heat treat departments hue such oondc- age of lead oxide. The dross may provide a lions and their control arc not within the protective coating to reduce the volatilization subject matter under discussion. of the lead; however, disturbance of this coat ing will create an exposure. As a safeguard against eccesivc contamination, pots contain ing solder or babbitt axe usually ventilated. Wherever possible it is advisable to enclose the pot as completely as passible and provide sufficient air volume to overcome the thermal effects of the molten metal. Attempts have been made to use natural draft ventilation systems to control these fume* and in those instances where the ducts were not of suffi cient diameter the system was inadequate A preferable method is tbe use of mechanical systems. Tbe removal of excss solder with power driven tools, such as grinding wheels, dhet, or wire wheels, creates airborne dust which may contaminate large areas of tbe factory if the operation is extensive. Diligent use of abrasive doth will also result in excessive concentrations of lead dust. Filing, however, is not productive of small particles and r% preferred over the use of power driven tools.. If filing is not practicable or feasible it will be necxnry to proride some type of me chanical stagflation system for the solder re* moral operations involving the use of power tools. Since tbe permissible limit generally accepted for lead is 1-5 mflligratm per 10 Fumes disseminated from cyanide pots are often associated with cyanids used as fumi gants or as tbe lethal agent in death cham bers and supervision as well as the employee becomes apprehensive. Fumes from such a source are irritating and because of this property should be adequately ventilated. Tbe irritant nature of the fume is caused by alkali formed upon decomposition of the cyanide. Molten lead is sometimes used as a harden ing medium for metals. Frequently charcoal or some similar material is placed on the surface of tbe metal to conserve heat and prevent oxidation. A covering of this type reduces tbe volatilization of lead while the bath is quiescent, but has no effect,while tbe bath is in use. Adequate ventilation shoold therefore be provided for baths of this type. As complete an enclosure as is practical for tbe operation being performed is advisable with air quantities dependent upon the open areas in the hood. To prevent contamination resulting from volatilizatioo of lead aecumu- taring in the combustion chamber* the prod ucts of combustion from gw fired lead pots should be rotted to the outdoors and not .be allowed to dissipate into the workroom. cubic meters of air (555 cubic foes) it sriR be necessary to have an elective system to pre side adequate control. Engineers experienced in designing ventilation systems to control toxic materials shoold be consulted, other wise a costly system might be erected and later discovered to be entirely indhetirs. Fre quently solder removal operations require the use of portable tools on large objects and a local exhaust system would not be effective, as is the case in tbe fabrication of automobile bodis. General contamination of tbe factory with lead dost has ben eliminated by enclos ing the entire operation In a large booth and exhausting a sufficient quantity of air from the enclosure to insure a constant inward Bow of air from the factory into tbe booth. Onde* iXm droimioiqeia no pncdial amount of air could be removed from the- booth to reduce the lead concentration to a safe level, and therefore it is necessary that the men wording therein be provided with adequate personal protective devices. Iron Foundries--The principal ingredients of foundry dusts are alia, sea real, days, and parting compounds; The predominant ma teria] win be dependent upon which phase of tbe foundry operation is being studied and what operation k being performed. The control of dust is tbe major problem, whereas fume is of secondary importance. A discussion of all the aspects of the in dustrial hygiene problems in such plana would require a separate treatise. For the present discussion it should be sufficient to state that all obvious sourco of dust dis persion should be reduced to a minimum by adequate localized exhaust systems. In a mechanized foundry* such places would be and conditioning and mixing equipment, tumbling mills, stakeouts, core naowi and knockout stations, transfer points of dry sand, abrasive blasting operations? and all grinding operations performed on castings containing appreciable quantities of sand. Automotive and Machine Shop Section 13 Maintenance of ventilation equipment is a major item in foundries because of the abrasive action of the dust. It Is Imperative that a good program be maintained to as to keep the equipment functioning at maximum tSdmcy. Because of the beat --with large scale foundry activities it Is a common sight to see pedestal ha or air coaling doas di rected In suds a manner as to create cross drafts which interfere with the efficient re moval of the dost dispersion. Better discre tion in the placement of these fans or ducts will go far In reducing dust concentrations in the areas where they are used. After the obvious has been corrected, it is advisable tint a surrey of the foundry be made by an industrial hygienist so that an accurate evaluation of the exposure may be obtained, Rcspireiory Protective Devices -- As has been stated, the atmospheric concentration of dust and fume and ocher materials may be reduced to a safe level by adequate ex haust voirilation. In some cases ft b possible to correct the condition by substituting a less toxic material. If these measures are not practical ropiraiory protective dcriies may be used. They may also prove valuable in giving protection during an emergency or to provide protection for intermittent exposures or to supplement ocher methods of tDntroL They should, however, not be considered m the deniable meant of cootrolling a health hazard. Experience has shown that frequently pro tective devices have been issued which do not provide adequate protection. Upon inquiry information was generally offered that the safety engineer was not too well informed as to what should have been provided. The U. S. Bureau of Mine* at their experi mental station in Pittsburgh tens equipment of this type and studies the protection of. fered to the wearer. If the device is satisfac tory In performance, they issue an approval number to the manufacturer which appears on the device as well as tbe container In which it is received from the manufacturers. The approval granted by the Bureau also stipulates that type of materials for which it ft approved. ft has become general practice in the field of industrial hygiene to recommend the use of only those respirators which have been ap proved by tbe Bureau. Safety engineers should likewise insist that such devices be procured and acquaint themselves with the type of protection afforded by each device and thereby provide adequate control for the individual waring the equipment. Some en gineers prefer to stock only that type of raplrator which will protect against the more harmful dusts or fumes, since a respirator of this type wiR also give adequate protection for materials of lower toxicity. The advan tage of sudb a procedure has merit as it re.dues the types of devices needed in stock and likewise Inruns the correct device for the more serious exposures. Metal Cleaning 87 THOMAS MOONEY Med-Fac Industrial. Hygiene Laboratories The complete finishing of ***! by elec troplating my iadode 1. Cleaning by abrntra, a. Polishing the base nyok, 3. Cleaning with solvates. 4. Cleaning with alkaline solutions. 5. Cleaning with adds often trims! to as "Wekiin*." 9. Metal deposition or ckctroplating. 7, Buffing the deposits. 8. Lacquering the finished product. In abrasive doriag mad or steel shot is mod under pressure. The potential health hazards la this type of cleaning are exposure to dost of a high free sflics (SlOd content caused by the sand and-also to metallic dusts where metals capable of producing toxic dusts are cleaned by shot and and blasting, Stcd shot blasting is a much less severe health hazard than sand blasting: consequently, steel shot abrasive denting methods should be used wherever poerible. The maximum allowable concentrations (MA.C.) for free silica are five million parti- 14 35th National Safety Congress, 1947 da of dot in one cubic foot of air, as determined by actual count, using the standaid light field technique. The dust hazatd in abrasive blasting may be controlled in serenl ways; however, most of the industries now use mechanically en closed exhaust-ventilated machines when the operator observes and controls his work from the outside by looking through a protected glass window, "These machines are built in the form of a cabinet forming a scaled or enclosed area, so that little of the dusts escape into the gen eral workroom area. If necessary, the workers are provided with personal protective devices, such as hoods with air-line respirators, and approved filter type respirators, and other equipment necessary to protect against dusts and rebounding abrasives. Cleaning by polishing the base metals 2s usually carried out by the use of revolving Hire brushes, which arc used to remove rust and looae scale, adhering dust. dirt or mate rials which have to be removed before the metal can be electroplated. The principal hazard to health is dusts, and these wire brush buffing machines should be provided with adequate suction to remove the dusts from the working area; otherwise the worker should be provided with an approved respir ator to protea any toxic innocuous dusts which might be present Cleaning with the use of solvents is the principal method used to dean metal parts before electroplating- It is usually referred to as "solvent degreasing." Cleaning by this method involves the use of such chlorinated solvents as PerraachJor {trichloroethylene), perchloroethylene and carbon tetrachloride. These solvents are all toxic and adequate protective measure* must be employed for their sale use. When used In a mechanically operated, properly designed and maintained degreaser, little health hazard U involved, it the manu facturers' rules and other safety regulations are followed. In manually operated degreas ing operations, however, considerable solvent vapor can be released and inhaled if dotf and constant supervision is not exercised over the workers. In hand cleaning of' small batches of materials to be plated, if speed in drying is not too important, percbloroeihylene on account of its lower vapor/pressure and higher boiling point is to be preferred over trichloroethylene or carbon tetraChlo rideExhaust veatSarion of .solvent degreasing operations is rarely recommended on account of solvent lorn. In the great majority of cases, as we have already indicated--If the manufac turers* instructions are followed as to installa tion and maintenance and safety rules, and, provided the degreasex u protected from drafts, little or no health hazard is in volved in Its use. The MJiXX of trichloroethylene or perchloroctbylcne for most states is soo parts per million (p.pan.). The M.A.C. for carbon tetrachloride is too p.pm. Some health de partments think this last solvent is of such toxic character that its M-A.C. should be reduced to 50 p.p.m. Tests should be made in the vicinity of solvent degnrasm to set these values are not exceeded for continuous eight hour exposures. The health hazard In dewing by caustic treatment results from exposure to caustic mists and vapors liberated from the hot caus tic solutions in which the metal is dipped for treatment. Local exhaust and other control measures may be needed. This will be the more need ful if the solutions are strongly heated. Some of the potential health hazards in pidcling metals arc the add mists, add gases, and gases liberated due to impurities either in tWT*pickling add or In the metal being cleaned, which is immersed in the sulphuric add solution. Some of these products arc hydrogen chloride, hydrogen sulphide, sul phur dioxide, arsine, phosphine and nitro gen oxides. Pickling operations should be enclosed or isolated to pfevem the liberated mists and gases from entering and contaminating the general workroom air. This enclosure should have wfidot exhaust ventilation so that air b admitted to it. at all openings at a me of at lea* too to* per minute. This should prerent esfilPition of the gases to workers in adjoining areas. If die pitkling operation can not be isolat ed, then local cibau* ventilation should be provided at the tank by mans of slot type hoods located at the upper edge of the eo> tainer which bolds the add. The exhaust ventilation rate should as a minimum be at - least tao cubic tot per minute to each square foot of tank area. The workers should be protected with add proof dothing and should be instructed as to the corrosive char Automotive and Machine Shop Section 15 acter of the solutions used, as well as the necessary first aid measures to be used should some of the add solution accidentally come In contact with their skin. for the removal of oxides, tarnish and scales from copper, bronze and some other materials, a solution known as "Bright Dip" is used. This solution consists of sulphuric, nitric and hydrochloric adds. It is very cor rosive, and when used, good ventilation must be provided. If sand present in the surface grains of the metal, then bydroSuoric .add is used. This is also a very corrosive add and rare b needed in handling it. The M-A.C. is low. The "Stripping" of defective plated coat ings may be accomplished electrolytially, or in strong add or alcoholic solutions. Id these cases gases and sprays are involved which require good ventilation. In operations using solutions of cyanide in a both, rare should be taken to avoid the introductions of add into the bath since hydrogen cyanide it liberated under such conditions. This gas is very poisonous. Ail cyanide baths should be conspicuously marked "Poisonous." Electroplating consists of the passage of an electric current through a solution of a me tallic salt and the separation of a metal on one of the electrodes. The potential health hazards associated with electroplating arc chromic add mists, metallic salts, cyanides and other toxic gases and compounds. Electroplating protects against tarnish and common and improves appearance. The applications of electroplating are al most as extensive as the uses of metals. The largest industrial application is in the auto mobile industry, in which not only many vis ible parts are finhed by plating, chiefly with nickel and chromium; but also many concealed parts are plated with zinc, cad mium or tin. Most of the plating is done in several hun dred large plants. Out are supervised by technical persons and provided with modern equipment, indudlag that for effective ven tilation. In addition,' thee are at least 3,000 smaller plating plants, many engaged in "job plating," in which the facilities and staff are mote limited, and for which more instruc tion and supervision are required. Many of the plating operations involve the use of huge volumes of solutions of poison ous materials, including strong adds and al kalis, cyanides, chromic add, and salts of toxic metals, such as lad and cadmium. In addition to the danger of contact with the solutions, there is also the hazard of inhal ing poisonous gases, and sprays that are car ried into the air by evolved gases. One such gas that may be liberated is hydrocyanic add by the adioo of the carbon dioxide of the air on cyanide solutions. Chromic add, the prindpal constituent of chromium plating baths has specific effects that are distinct from those of the common strong adds. Its high oxidizing properties cause it to attack membranes, especially of the nasal tissues, and to cause "ulcers" to form wherever the skin is abraded. It is important to note that these effects are confined to hexavalent chromium (chro mic add and chromates). Trivalent chromi um. as in chromic sulfate, has no such effects. It has been reported that large amounts ran be ingested without injury. This distinction is important in considering the possible health hazards should any chromium be dis solved from cooking utensils, as then the trivalent compounds are formed, and not the betavalent. There is always a large evolution of gas during chromium plating. Oxygen is evolved at the insoluble anodes and considerable hy drogen is evolved at the cathodes. These gas es tend to carry a fine mist or spray of the liquid present in the tank into the surround ing air. The injurious component is deemed to be chromic add. For this reason effective ventilation must be provided. Early in the development of chromium plating a study was made of the hazards involved by Bloom field and Blum (1). The results of this early exploratory study appear to be confirmed by later observations and experience. They showed that nal in juria were likely to occur on long exposure to sir containing more than t milligram, of chromic add in to cubic meters of air. It was then concluded that, under favorable conditions of eras ventilation, the desired low concentration ran' be maintained by drawing air through a narrow slot on one or more sida of the tank with a slot velodty of about a,obo linear feet per minute. In the Amoican Standard for "Safety in Electroplating Operations," approved August 13, 1941 by the American Standards Associa tion, the degree of ventilation suggested for 16 35th National Safety Congress, 1947 avail? hazardous plating operation* such reported. During the early bombing of Lon as chromium placing, is expressed ** equiTa don, some fatalities in plating plants were re lent to i*o feet (cubic) per minute for etch ported as a result of the mixing of cyanides square toot of tank surface, when drawn through a slot from t to $ inches wide,-ex* tending the full length of the tank, and ven tilating a width of not more chan *4 inches. With a * inch slot and a tank width of *{ inches, this volume of air results in a slot velocity of 1440 linear feet per minute, Lc. and adds. Many of the hazards in plating arise from the types of compounds used, rather than from inherent toxicity of the metals them selves. There are, however, several plated metals that are toxic in all their compounds, e^g. lead, cadmium, arsenic and mercury. about 75 percent of that suggested by Bloom- field and Blum, To achieve satisfactory ventilation in chro Anenic deposits are sometimes used to pro duce dark or "oxidized** finishes on copper and bias. For each of these metals specific mium plating. U is desirable to have the sloe in the edge of the tank and the solution ttrd at least 9 inches below the aloe Anodes and other devices should be so placed as not to precautions must be . -xn. Cadmium poisoning may' not always be recognized hwimc it has a delayed action. The first symptoo of acute cadmium poison interfere with the movement of gas and spray into the sloe Cross currents of air from win dow or other ventilators should be avoided. Attack of the tissues by the chromic add can be reduced by the use of vaseline in the nasal passages and on any abraded skin, and by wearing rubber gloves, sprout and water proof shoes. Haling of chromium alcea is fostered by early applications of a reducing agent, such as sodium bisulfite or pdywlfidr. An of the cyanide balls, including those for copper, zinc, brass. bronze, cadminm. silver and gold plating contain (a) a soluble double cyanide of the metal piaud, with either sodium or peudun. fti) some "free** sodium or potassium cyanide, and (c) in some cases, e.g. zinc baths, free sodium by- dioxide. The copper baths are frequently operated at high temperatures, eg. 70* C or ijt* F, but aett of the others are used ml room temperature. From all such baths there is a cocmant slow evolution of the very toxic hydrocyanic add, which is more rapid if-the baths are heated. This gas arises from the action of the carbon dioxide of the air, to fora sodium carbonate and hydrocyanic add. This reac tion U retarded by the addition of free dlutl to the baths. Except with heated bathe, if good normal room ventilation is used, cbe concentration of the hydrocyanic add in the surrounding air Is not likely to be sufficient to cause permanent injuries. The most serious hazard with cyanide so lutions is the possibility that add may be introduced and cause evolution of large vol ing is a severe cough, fallowed by shortnem of breath, and coosaictive pain in the cbnr. Severe lung damage may rmilt and prevent the lungs from mpplyiag oxygen to the Mood. Death may then quickly ensue. One hazard Is in the melting of these met als, eg lad or cadmium, in the casting of as any *"""* evolved are extremely poisonous. Protection of workers against tbor metal fames can be secured by the use of a mecal feme filter respirator approved by the U. S. Bureau of Mines: by special vemfla- tion. properly designed far this purpose and by good foundry practice. The decsophtiog Industry necessarily in volves the B*c oftoxicmaterial*,with the dan gers and dhm of which all workers should be carefully instructed. With propet safe guards, Hiidiwy the dm of glum, aprons, boots, available nuustg wars, good general ventilation, and adequate load ventilation; these hazards on be generally reduced and have been so minimised that the occupation of electroplating need not now be a danger ous one. In deoroplating, buffing the deposits is used to develop the lustre of the plated article. This proems presents no health haz ard apart from some dusts. A coat of lacquer protects the plated sur face from mars and scotches until it reaches the market or user. The lacquer solvent, which is usually composed of alcohols and esters with some acetone, presents no serious health hazard; however, chic solvents rued are very Bammabte. umes of hydrocyanic add. Fortunately, care ful precautions are taken T~;**** this pos sibility, so that very lew have been Metal finishing it an operation which is performed to remove impafoction* from metal surfaces, such as dents, wrinkles and Automotive and Machine Shop Section 17 scratches, before tire metal is plated or paint ed. The principal hazards to health in metal finishing are the dusts of toxic mends such as lead, which are used to fill hollow sur faces when power grinding or due machines are used to grind them down to a smooth fMh, as is often dooe In automobSe fin ishing. la operation of this kind, where the lead surface is ground with power toots, the job should be isolated from ocher adjoining de partments mtl have auction applied to it to tesuove the fine lead particulate dusts from the area. All workers involved in metal fin ishing where lad is used and ground with power tools should be required to wear a metal fume respirator approved by tbe U.S. Bureau of Mines for lad dust, if the con centration of lad in the sir is 14 milligrams per ten cubic meters of air as determined by test. The writer knows of no lad hazard introduced when hand filing. lead surfaces by rustic Health j Control of Solvent Expoeure* By E. C. BARNES Industrial Hygiene Engineer Westixxghouse Electric Corporation Tbe term "solvent** as used in industry denotre a variety of liquids that are used mainly far tbe purpose of dsnolvisg seme other material- Tbe term is used rather Iuskly and may include such liquids as water or adds. Although there are many interesting boon involved in the proper control of all types of solvents, perhaps the greatest con cern is attached to tbe organic solvents, and this discussion will be limited to. that group of solvatts generally referred to as "organic solvents.** Moat of these solvents are pur chased to perform a specific feocticm and they are later thrown away, usually is the form of a vapor. For example, a varnish may be made by dissolving a min in toluoL The varnish is applied to some place of equip ment and the toluol is then evaporated by placing the equipment in an ova. Or, per haps it U desired to wash grease from ante metal ports. The pom may be wex with the solvest until the grease is removed and they arc then allowed to dry. We can gen eralise and say that solvents are purchased lor the express purpose of dating solvent vapors. These vapors create hazards which muse be controlled. There are about zoo difenst organic solrents available in dram or fank or quan tities. These solvents are supplied to industry both as a spadfic chemical compound aod also at a mixture of one c more of than chemical compounds. Thousands of these mixtures are supplied to industry. In addi tion to this group of liquids which is avail able to Industry in huge quantities, there are several thousand others which are avail able in quantities of a few quarts or gallons. Out of the many millions of gallons in volved, the zoo organic solvents which are available in large quantitia present the greatest problem of control. At the same time, this group of solvents has been used and studied sufficiently, to that reasonably good technical information and methods of control are available. Many of the several thousand organic solvents used in small quan tities are not so -well known and adequate technical information may not always be available. They thus present a more diffi cult problem in control. In addition to these solvents which are now available, there are probably at least a dozen new organic solvents made available Id large quantities each year, and hundreds of new solvents are made available in limited quantities. A continual check on new mate rials and new processes is therefore advis able tn be certain that the use of new solvcots will be adequately controlled. When we speak of controlling solvent ex posures, vre obviously must indude all the hazards assoriired with the use of the solv ent. We muse include such dements as fire, explosion, and health hazard. When spoking of control, we may fed the desirability of 18 35th National Safety Congress, 1947 establishing tone kind of an automatic con trol which would shut off or reduce the ex posure before hazardous conditions axe creat ed. U would be nice if we had a thermostat or regulator that would automatically turn off the exposure before any hazard mi created. Automatic controls should obviously be applied wherever they are prariraj, For ex ample. combustible gas alarms may be used to control the explosion hazard in an oven being used to volatilize solvents. Automatic releases may be installed to actuate fire fight ing equipment the moment a fire starts. Un fortunately. we do not have such a gadget which can be attached to one of the work ers to indicate when he is over-exposed. Other methods ot controlling the human exposures must be utilised, and these will be discussed later. Essentially, control of solvent exposures must be based on preven tion cf hazardous exposures. Id order to pre vent these exposures, certain technical in formation must be available. Equipment and processes must be properly designed. Finally, quantitative measurements most be made to establish the extent of the exposure. Perhaps we should consider these three elements more carefully. Before giving much consideration to the design of a piece of processing equipment or a manufsezuriog operation involving organic solvents, a considoable amount of technical information mtm be available. Such elemen tary data as ibe boiling point, vapor pres sure. vapor density, flammability, flash point, explosive limits, corrosive action, and last but not least, the Maximum Allowable Con centration and skin irritation properties must be known. The boiling point of a liquid is of-interest because it indicates the temperature at which large quantitio of vapor will be given off at ordinary atmospheric pressure. It also serves as a guide in estimating the volatility of a solvent- The vapor pressure of the liquid at room temperature, and aho at any ptvomng too- pcntuic, is of imponance because it indi cates the pemible concentrations of solvent vapor that might be present under varying conditions. When the vapor pressure s* known, the maximum vapor concentration that will be present under condi tions can be calculated. The vapor density is significant since it indicates whether the vapor Is lighter or heavier- than air, and In cases where highly concentrated vapors may nape from en closures, it will be known whether these vapor* will tend to flow downward or up ward through the air. Yon will note that 1 said "concentrated vapors.** 1 should like to empluriw thw because Omr is frequently a misunderstanding in connection with the fit* Ierprelation of the flow of vapors of varying densities. If there are only a few hundred parts per million of vapor in air, this mix ture will not tend to flow upward or down ward through the air when it is released, but will rather be carried along with whatever air currents may be present at the point where it is re!easel. You are all familiar with the high school chemistry experiment of pouring carbon dioxide from ooc beaker into another beaker containing a burning candle and the resultant -vtingnSOm<w of the flame oa the candle. U tbe carbon dioxide in the first beakft1 were dilated to a coocen tratidn of only a few hundred parts per mil lion ot carbon dioxide in air. it would not pour from the fim beaker into tbe second but would be carried away with any air cut ram and rapidly diffused in tbe surrounding air. Thus, any ifltepnaiioa placed upon vapor density must take into consideration only those vapors which have not been dilut ed appreciably with air or other gases. It is certainly desirable to know whether a solvent is flammable or non-flammable. If the solvent is non-flammable, no special con sideration need be given to tbe possibility of an explosion or tbe dispr of fire. If tbe solvent is flammable, however, special con sideration must be green to Its use so that tbe pocrihUiiy of an stxsotroQed fire or ex plosion may not agar. Even though condi tions may be established for use of the solv ent which minimise tbe fire or explosion haz ard, it is essential that a suitable type of fire fighting equipment be made available in case some accident should occur which would cause tbe solvent to burn. Fire fighting equipment of a type suitable lor tbe specific solvent involved should be srlwtirrt. Assuming that the proper fire fighting equipment has been provided, it then becomes accessary to min a wiBrimi nirwher of [ la its .proper use. Assuming that we are *--t{g with a flam mable solvent, its flash point mint be known to properly evaluate the -- of protection Automotive and Machine Shop Section 19 which is required. The flash point of a flam mable liquid is tbe lowest liquid temperature at which enough vapon are given off to form a flammable mixture of vapor in air imme diately above the liquid surface. If the liquid is above Use flash point temperature, a trnat) flame will ignite vapors from tbe liquid and they will contlsoc to bom. Below this tem perature, a small flame passed over the sur face of the liquid will not ignite the vapon. Where a solvent Is constantly maintained at a temperature bdow its Rash point, there is not much chance of it being ignited by sparks or smalt flame. If, however, the solvent is at a temperature higher than its flash point, any small spark or Same near the sur face of the liquid will ignite it and tbe liquid will bum with increasing intensity. Thus, we see that a solvent whose flash point is above room temperature can be used without much danger of fire or explosion wherever the solvent remains at room temperature. If, however, its flash point is bdow room tem perature. ore must be taken to avoid ignit ing it. Cure must also be taken to avoid tbe formation of explosive mixtures where tbe flash point is less than room temperature. In general, it can be said that when liquids are maintained at temperatures above their flash point, it is possible that explosive mix tures of the vapor in air will be formed. The lower explosive limit of a gas or vapor is that esneentration of vapor in air. bdow which an explosion cannot occur even though a aoarce of ignition Is proem. If we are operating an oven under conditions where explosive concentrations of solvents are pres ent, then it requires only a spark or small Same to cause a shattering explosion. Since it It difficult to be certain that no spark or flame will be present, it seems reasonable that we 'hmtld always operate this type of equipment - -rich a way that the solvent vapon will -.ways be well bdow tower explosive limit. Then we can be sure that if a spark or flame occurs, there will be no pos sibility of an explosion. We have fdt that it is desirable to maintain a four to one safety factor on such exposures, and therefore we limit (he vapor concentration* in oma or similar pieem of processing equipment to >5 pueun of Uw tower jlcriv* limit. IVboi new equipment is being designed, tbe amount of solvent vapor to be ideated can usually be calculated and from this tbe amount of xhf11** ventilation can be es tablished, using the four to one safety factor. After installation of the equipment, actual measurements are made to be certain that the design conditions have been met. In general, the corrosive action of organic solvents is not very great. However, this fac tor must be known do that suitable piping and processing equipment can be provided. We can thus be assured that a corroded pipe or piece of equipment will not foil and pro duce hazardous conditions. Tbe Maximum Allowable Concentration and skin irritation properties of a solvent are part of the technical information which must be available if we are- to satisfactorily control exposures. We do not find thee properties listed in the handbooks the same as boiling point, vapor pressure. Sash point, etc. They are just as important, however, and must be furnished as a part of the tech nical information which must be in the hands of people who are developing, design ing and openting processing equipment or manufacturing operations involving organic solvents. The Maximum Allowable Concen tration for different solvent vapors varies over a wide range--from a few parts per million to thousands of parts per million. It Is obvious that a piece of proemstug equip ment involving the use of a highly toxic solvent would be designed quite differently than one using a solvent of low toxicity. Tbe need for providing engineers and su pervisors with all essential technical infor mation regarding solvents has been empha sized. Perhaps it should be re-emphasized. All this information may be very helpful and useful if it is in tbe files of Use safety en gineer or tbe industrial hygiene engineer. However, to be most useful, it most be In the hands of those persons who are actually developing, deigning or operating the proc ases which use these solvents. We have used several methods of supplying such informa tion. which 1 will describe briefly. All material* used in our plants are as signed a material number. For each material a 4 x 0 card is written by our Headquarters Engineering Department, On each card they list the following information-- Material Number Material Name Caution (A brief statement of precautions to be observed in using this material) For Use By (Name of plant) Furnished By (Name of supplier) 20 35th National Safety Congress, 1947 Order From Supplier As (Supplier** desig nation or catalog number) Characteristics {A brief statement of the properties or ongrossing' characteristics of the material). Application (A brief statement ot where the material is used and its general applies, tion). Specify Ai (How to spedfy the material cm drawings or other written documents). You will note that the third item on this material card is "caution." Before issuing any of these material cards, the Engineering Department consults the Industrial Hygiene Laboratory and they are furnished with a brief statement of the precautions that should be used for this spedfic material. These are brief statements such as Mdo not breathe va pors of this material " or "avoid contact of this material with the skin." This system has two advantages--first. It provides the Indus trial Hygiene Laboratory with information about all new or changed materials that are sued in the plants; second, a suitable warning Emits, etc. in each specification. More* re cently, we axe mating reference in the speci fications to a Safe Practice Data Sheet. These Safe Practice Data Sheets axe provided along with lbe proem specification* so that b a person has a proem specification he aka has a safe practice data sheet. The Safe Prac tice Data Sheets list the following informa tion about cadi material that any involve any hazard-- Containos and Stonge Properties Fire Explosion Breathing Swallowing Skin Irritation Personal Protective Equipment Precautions First Aid We fed that this provides fundamental tech nical information to all persons who are in volved in the design, development or opera tion of processing equipment. as to any hazards can be given. These ma Wc have made a number of iiJgnxo to terial cards are distributed to purchasing the "engineering design- of equipment or agents, materials and process engineers, de processes involving the me of organic solv velopment laboratories, design and engineer ents. With complete tctfanal information ing departments and all ocher persons having available, the designer of the equipment is a definite need for information about mate in a good position to take advantage of any rials. Another method that is used for providing good technical Information to the proper perrons in the organization is the data which are furnished with our Pnxm Specifications. special characteristics which a material may have. He can utilize equipment and methods to suit the specific needs of the solvent in volved. If be is dealing with a solvent which has a relatively low vapor premie and also Any proems operation used at any plant Is a low order of toxldty, suds as kerosene, described on a, proem specification. Each there may be no need for totally enclosed process speofirattoo is assigned a spedfic equipment. If the solvent has a relatively numlxT. and in general it can be said that each of these proem specifications dacribe* in detan any methods to be used in propermg a specific item or product. For example, one proem specification may describe in de tail the method to be used for insulating armature arils, and another say specify the high vapor pressure and a high order of toxldty, such as carbon disulfide, the design er will recognize that totally enclosed equiprent is rascatial. and in addition, local ex haust ventilation will be required wherem vapors might escape, la the second case, a considerable eqenS&ne of money will be details of the method of molding rerim. Before issuing or revising any of these proem specifications, our Headquarters En gineering Department sends a copy to oar Industrial Hygiene Laboratory tor approval. It Is checked to be certain that wherever hazardous material! are used, a suitable warn ing regarding the hazards has been included. For a number of years we induced certain It Is surprising the swto of advent ex posures that an be dhrintted by proper design of equipment ee shop layout. Of arose, If we inherit a piece of equipment, or manufacturing "rrr*K^w** have not hen originally ret op to effmiaate the solvent ex posures, some mam of protection against the exposures most be devoed. Such methods technical information such a Maximum Al lowable Concentration, Hash point, explosive as the installation of exhaust ventilating equipment, the use of respirators, or the ap- Aftiomotivf and Machine Shop Section 21 plication of hand creams may be indicated. Sometimes these methods of protection may be statutory. In general, however, they require an abnormal amount of supervision. Wherever solvents are used, it scans esecntial that some quantitative measurements he ode to establish the extent of the exposure. We may have good technical Information and good engineering doign, but we are never certain that we have attained our goal in controlling the solvent exposure unla* the icnnl exposure fou been propaly measured. The fire hazard can usually be determined by inspection. If there Is any pcetibiEty of an explosloQ hoard, the mmsurement of vapor coooentmkra by use of one of the readily available combustible gas indicators will de termine accuraxeiy whether satisfactory con trol has been established. Unfortunately, ft is a little more dilBnih, to draermioe the exposure of a person. There are two basic methods of determining the exposure of a pgson to a solvent. The fax is by some measurement or inspection. For we may determine by mosurement the concentration of solvent vapor in the sir where the employee works, or an inspection may reveal whether there is -any contact of the shot with the skin of the employee. Another method of determining the true ex posure of an employee is by some meamrefacet which indicates the amount of solvent vapor which has been breathed by the em ployee during his working period. Exposure to benzol. Cor example, may be determined by a *1*^ analysis of a urine specimen, to determine the ratio of organic sulfates to total sulfxta in the urine. Some recent re search work indicates that it wfl] be pos sible to determine the exposure; of an em ployee to trkhJotetbylcse vapors by a meas urement of the trichloracetic arid in urine. A number of tdvrnts increase the rate of excretion of glucuronic add in the urine. These BUhodt have not been extensively sued, but certainly will find wider applica tion ia the future. We have found it very helpful in controlling benzol exposures to determine the sulfate ratios in tble urine at periodic interval*. Whenever them determin ations indicate an excessive exposure, an inveulguiou is immediately made to determine why such exposure exists and to instigate corrective measures. 1 should like to empbasue that these are methods of determining exposure and should be used as such. They may not be related in any way to any harmful effect of the solvent. The second general method of determining an exposure of an employee to a solvent va por is by a periodic physical examination. This method depends upon making some spedfic determination which win give an In dication of early effects of the solvent in the body. For example, blood counts, when properly performed, can be used to indicate any early effects from exposure to a num ber of solvents, such as benzol. Other lab oratory tests may be made, depending on the type erf injury reaction that may occur in the body from a specific solvent. If we depend upon physical examinations to determine exposure to solvent vapor*, they obviously most be done at rather frequent intervals, and the physical examination program must continue indefinitely. I should like to emphasise the difference between these two geaoal methods of con trol. By naklng mammaenb which indirate the exact extent of any individual person's exposure, we are carrying out a procedure which gives an indication of over-exposure before there is any chance for a harmful re action to occur in the employee. When we depend solely upon physical examinations to determine these expoeoro, it is possible to get an indication of over-exposure only after soBie physiological change has taken place in the body. Tbe desirability of the first proce dure is obvious. Even though we may not wish to utilize the periodic physical examination as a means of controlling our solvent exposures, there is still a need for proper pre-placement and periodic physical examinations. The piepbeement examination can indicate any ab normalities in an employee which later might be interpreted as the result of some solvent exposure. Likewise, certain physiological changes may take place in an employee dur ing his period of employment, even though there has been no harmful exposure It is desirable to detect these unrelated changes and make them known to the employee so that proper treatment can be instituted and the employee will not have a feeling that perhaps his solvent exposure was a factor. To summarize briefly, there are a wide variety of organic solvents used in industry in relatively huge quantities. From these sol vents a tremendous quantity of solvent vapors are liberated. To control eeposures to these 22 35th National Safety Congress, sy*t solvent vapors necessitates a utilization of all tile technical information that is known about each solvent. Engineering design must take into account these technical fads, and finally measurements must be made to deter mine the actual employee exposure. All types of exposure must be given consideration, in cluding such factors at health hazard. fire hazard, or explosion hazard. The final re* suits of our control measures are indicated by the absence of fires or explosions, and a physical examination of the employee to finally prove that then has been no harmful effect from this type of solvent. TUESDAY AFTERNOON SESSION October 7, 1947 Presiding: owa*b G. Hocrauu*. Head of Safety Sc Medial Departments, Wagner dearie Corporation Stomp th* Export* (A Question and Answer Prorjtmn cm Safety Problem*) Discussion Leader--Ebwako G. Hotmtut, Participants: D*. R. B. MtuflOH, Diagnostic Drv^ Med ial Dept, Chrysler Corporation. J. A. Lowe. General Supti. Bay West Paper Co. WoioucHiy J. Mowotv, Plant foreman. The Columbus Auto Parts Co.' ] Ksca A. Pvwv. Vice fro- Engineering, Michigan Mutual Liability Co. William S. Smith, Safety Dir.. Ford Motor Co. H. A. Wallacs, Plant Mgr.. Johnson Su ture Corp. CHAIRMAN HOLTZMAN: The first ques tion in this "Stump the Experts'* panel comes from Mr. Krone {Cincinnati Gas and Electric Company). MR. KRONE: What pan, if any, do unions take in the advancement and operation of a safety program? MR. WILLIAM SMITH: 1 think that the unions play a very big pan in any safety pro gram. Evai before the formation of unions, the workmen played an important part in making the plants safe. X mean by that, that before there were unions we bad safety sug gestions and recommendation* from the men. Now they appear la a far more organised manner. It b extremely bdpful to any safety di rector to hare that befp, whether if is written in grienaca or given orally in a shop as a suggestion. MR. KJLEY: (Electric Auto-litc Storage Battery Ox, Toledo, Ohio): X would like to ask Mr. Smith this: If I understood the ques tion properly do you have union representa tion on your safety committee set up at all levels of your committee operation? UK. SMITH: We do not have any safety committees in the Ford Motor Company. But we have what I think b a very effective system whereby the large plants are divided into - tones "labor relations tones.** Into those zones go all questions of safety, the clarity of our safety policy, and anything the men do not think is quite effective. The same thing applies throughout labor rela tions centers in all the assembly plant*. Unicoi Participation MR. PURDY: Tbe gentleman asked a specific question with relation to union men being oo tbe committee. Inasmuch as I come in contact with a great many committees both in the so-called large and the smaller plants, I should like to my that, we do find that tbe onion of tbe committee contribute a great deal to tbe suceos of tbe committee. As a <* of fact, in many in* ** we have that we hare gotten far beta remits by baring the union rep* resentatkm oo tbe committee. These union representslira have accomplished things that management did sot seem inclined to do alone. In many instances, they have secured the cooperation of the employee which the employer had aoc seemed able to acquire. The mere fact they belong to a union dos noc make them any different type of men as tar as accidents are concerned. They are all human. They are the men who are being hurt and chose are tbe fellows whom you have to wock with, whether they belong to a snlos or not. 23 MR. H. A. WALLACE: There has been a lot of talk and a lot of activity the last few yean on labor management cooperation and nhtiomla'p. If we take the sentiment and the >" angle out of this subject of safety and put i( strictly oo an economic, dollarand-cent basis, safety becomes very important. 1 can't think of a single thing that requires more cooperation than the maintenance of a good safety record or minimizing of acridents which cost dollars and cents. It is true that in certain kinds of unions you will probably find the kind of fellow who doa a lot of bellyaching and causes trouble. He brings up a lot of little things that do not amount to much; but generally, those fellows can be educated to do a good con structive job. 1 fed very strongly about the workingman, whether he belongs to the union or not, be ing a definite part of this safety program. 1 think it Is absolutely mandatory if you are going to have a sucoesful safety program CHAIRMAN HOLTZMAN: Since we have six foremen from our company in attendance Imre. 1 am going to ask Mr. Mowery for the foreman's stent on this question. MR. W. MOWERY: 1 can see a decidedly different attitude on the part of the labor organisation*, especially in the test comma -they showed a willingness to die aeddents and the things that might cause them. It has just been during the last year or so that they seem to have been doing that. I think it b due to outside pressure, probably calling it to their attention and sort of having than jack up all management. CHAIRMAN HOLTZMAN: Mr. Long, as a general superintendent, let us hear a few words from you on that subject. MR. J. A- LONG: We do not have a onion plant, but I feel that if we did have a union, that the union boys would be right in them trying to make the plant sale and should have a part in the entire program. CHAIRMAN HOLTZMAN: Usually pro* fononal men bold aloof from that sort of dsoadOB, but Dr. Mershon, would you care to add to that? DR. R. B. MERSHON: X am afraid this discussion is a little bit out of my field, but I do thiwfc that safety and medicine are very closely connected. The workingman has a definite place in this program through the medical department. MR, RNIBBS (Safety Director; American Brass Company, Waterbury, Connecticut): May I add this one remark to the question that has just been under discussion? We tried first by appointing our union men and haring those appointments con firmed by the unions, but that didn't work very well. The following year we let the union make the appointments, and they appointed mostly union stewards. Since then, the cooperation has been excellent. It then became their "baby." Their own stewards or their own representatives were working for them and not for management, I think that this lesson might save some one some trouble when and if they want union participation. MR. RT1.T.Y: 1 would like w ask Mr. Knlfcbs, is the employee representation on a routing basis, or is it for the life of their stewardship? MR. KXIBBS: We haven't encountered that problem so far. MR. RILEY: 1 would like to know if there is anyone rite who has that problem of rout ing membership? ft is something we arc ex pecting to be faced with sooo. and 1 would like to know what some ocher people are doing with it. CHAIRMAN HOLTZMAN: The question b does anyone have a routing membership, and what do they do when the times come to route membership? Dorn anyone have an answer for that one? MR. BENJAMIN (Haines-EIliou Co.. Ko komo, Indiana): We have the routing sys tem in connection with our safety commit tees. When we first organized it, we were or ganized with the specification that each com mitteeman must be voted on by the mem bers of his department and changed every year. That worked all right for about two years until we had an especially good com mittee. When it came time for the election, the boys of that department just nominated them for the second term. They were told this was illegal; that one year was all the man could serve, and that he could not he candidate. Those fellows then moved- that the nominations be dosed, and they refused to vote any other way. We went to the manager and asked him what to do about it, and he said that when men vote that way than b nothing for man agement to do but to weaken. JZZ-j 24 35th National Saftty Congress, 1947 New we lave it to the mat of the depart ment to elect their committee member. Some of then* change if the? are not satisfied with committeemen. Wc have committeemen who have been on the committee for several jean. It is op to the workers in the de partments as to whom they like, who they led is giving them the best service. It bo worked well as we won the National Safety Award in sc ont of the last 16 yean. MR. CAMPBELL (Union Switch and Signal Ox, Swbevafe): We have had a routing com* mitue far the lam 15 yean. We change every mx "wwtis with 10 Bicuitcn eo the commit' tee. We are trying to odsratc the whole phot in safety. Our company is wholly tudoniitd. and these men come horn the uafou. They ait ap pointed by the foreman and superintendent in each ihpirtewnr Tbe company pays than $iji a month for extra worit along with tbe time spent while investigating hazards or aaddent*. Our new committee was formed the fint of October. 1 think there are about go peo ple in tbe plant who want to get on tbe safety committee now. I think tbe routing committee is one of the mow helpful educational features that wtr have been ought by tbe National Safety Council Teach all at year plant safety; tradi all tbe tp-"- whatever or whatever they are. afar, and you will get results. MR. WAHLS (World Adding Machine Co. Detroit. Michigan): Do these safety commit- tern they have appointed meet on their own itTM*-- and do you have to pay them for overtime if they meet afterwards? It b cus tomary to pay tbe safety committee if they meet **-* working boon. Do they meet dur ing working boon? MR. PURDY; It is quite the ordinary practice when the committees meet after working bourn that they ase paid at tbe rate of and a tall Some firms differ is that respect, but they do pay them for the time they put in beyond the regular workinghours. I might add that 1 pause there are some committee* who am oo tbrir ova time and of their own accord; bet tbe general prac tice is to pay tbe men. and I think they axe entitled to it. CHAIRMAN HOLTZMAN: Let me see a show of bands of those who pay their nfety committeemen if they have meetings aftel hours. (Approximately 50) Lee me see a show of bands of those who do not (Approximately 4) That about answers yor question. MR. CAMPBELL: How about the fellows who get paid during working boon? We pay ovr men for working 00 the committee daring working bouts. CHAIRMAN HOLTZMAN: You want a show of hands of people who pay tbdr men during tbe working hours for committee meet ings. They do not check off tbe job and get paid. Lei us have a show of bands of those who do not pay them during working bouts. My good friend. Mr. Fiait, of Sc. Loots, a the only one., X know you all want to know bow be docs it. He is available after tbe MR. DELL F1ATT (Titanium Products, Sc. Louis, Missouri): This h quite a surprise that I happen to be the only one here rep resenting a company that doesn't pay em ployees for serving on tbe committee. They realize they have quite a safety pro gram in our company. These boys realize it is to their own advantage that that safety measures are taken. These boys rpend as much as an hour of overtime at these meet ings to give us soggratiotw on tbe hazards In our plant. We do oot have tbe least bit of trouble with them, and there is no argu ment wbatsow on the pay part of it. There arc nltw men on the committee, and eight of thou represent tbe union, with one representing management. 1 happen to be dninmn of th organization, and I rhlfik we have a good organization. We al ways start with tbe men in 'the loal and have them realize that it is to their advan tage that K--* beys work os the committee, and that they present tbdr recommenda tions or saggotions. We do not have any trouble with unions as they pertain to the overtime feature when it concern the men serving on that committee. MR. CJEKDE (Edison; West Gorge); We have is operating divisions which manufac ture various articles. One a month we have a general safety meeting. The superintendents from cut1 of the manufacturing divisions are represented at this meeting. They in turn go back and held committee meetings within their own divisions. In some dirisfom we have a roaring phut for representing all leveb of employees. In some of our highly-specialized products wbac we need technical men. they are appointed Automotive and Machine Shop Section 25 and serve for a period of one year. On all of our committee staffs from each division, however, there is usually one labor leader, usually a shop steward. We sometimes encounter this trouble when we hare an accident. Before the medial de partment has the opportunity of treating tbe individual to the extent where be Is able to be represented at an informal hearing, tbe shop steward or some other oOdal will *ay. "Go and see our lawyer." We then have a case on our hands before the man has had ooe or sometimes two treatments. MR. HARRY MAILS (United Screw Man ufacturing Go, Lira*. Ohio); I would like to ask how the average safety committee is theses), whether it is chosen by safety di rector, or h it chosen by the standing committer. or what? WL LONG; In our plant the safety di rector selects the man who serves on the safety committee. He docs thb in coopera tion with the mill foreman. la Mhe words, our plant is a rather small one, and we onoot deprive certain opera tions of men for safety meetings. We have our safety meetings in tbe daytime. We ro tate; they select these men. and they rotate them. In other words, each month they make their selections. 'Ibis new mn on the cosmiuce terra for three months. We try to work our ocw men into tbe safety commit tees as soon as we ran after they start ***-'employment. MR. SMITH: We follow along our recDmBMnduiem from the employees' suggestions on a very liberal plan throughout, through our industrial relations group, and particu larly tbe labor relations division*. We have found that oot only a democratic way of do ing it, but also a vezy successful way of do ing It. MR. PURDY: We have bees talking almost entirely about the plant with the safety direaor. Where you have one plant with a safecy director, you have 10,000 that do not bare a safety director. In the snail plant the appointment of a committee will vary to some extent. It may be a man in tbe organization who is not of ficially designated or canying the title "safety director." Ncverthdcm, he may have the re sponsibility of directing the safety efforts. He may be the nun who win select tbe members of tbe committee. I woold say, generally speaking, in the small plant where a safety committee actually performs the nfety activities of the plant, the men are usually selected by the manager or his superintendent. MR, McCUSHION (Dow Chemical Co., Midland, Michigan): Every in our plant is on a safety committee because every man has a supervisor, and every supervisor is tbe chairman of the safety committee of the men undo* blm- MR. BRJ50NE (National Carbon CoNorth Carolina): In our plant we hare a routing committee that- we rotate once a month. It is composed of five people, one man and four women. It is appointed accord ing to payroll numbers. We started in the beginning with the first man on the payroll, and tbe first four women. Each month that committee is changed. We fed that we may lose a little bit by changing our safety committee as often as. we do, but we have gained a lot more by having all the workers on the committee during m pe riod of a year and a half or two years As a result of the committee being changed, Che people who have been on tbe safety com mittee are cognizant of safety; and when they see something in the plant that they believe should require the attention of the safety committee they will go directly to someone on the safety committee so that at the next meeting that person win bring up the problem. CHAIRMAN HOLTZMAN: I have an other question here: "What are the funda mental* of a good plant nfety program?" This was addressed, to Mr. Purdy. MR. PURDY: I would say that the very fint fundamental is the selling of manage ment on a safety program, and then it is up to someone to follow through on the management's wishes or desires, to see that a workable and practical program is put into effect. There is another fundamental which we should study. Oar approach should be tbe same as that of a doctor. We should go in and study our patient and find what kind of medicine be needs before we start shoving something down Ids throat. That is one of the great errors that is made in safety--some body gets a wild idea. In other words, I think we should do an engineering job. We should go in and study tbe need, and then work out a program. We 26 35th National Safety Congress, 1947 ibould have the loob to *od with and then get the people to work with us, FunrfjiOftwk aie wrf brad in ntof vwk. bat you do get the-- by Miming sp. You late to tone the support and bier at aaaig--cbl Yea fane to have the ak* namhip at the c--plow--ft, tad certainly the ofasi&wiup ardo ciaaugli tor tbe --ftcr- visioo because wafcaut the aanrant't upcninm ad the rftbecw plotvex. v--i a--e pjogEa--. Ih--r are wn etc bkii vffl un. HI-- I go theaagh the pint and fr* - so--aafimja--. 1 a-- --variably turned dome h* ilr an-age--e-- ny-g. It wMit mi --A --oar*,' m Ife --at do that, and we aal do tka.' Bn aa I fa a --le Ins me down?" UR. LONG: I did jtittptflte fe| sponsibility by aying: "Our plant is too small; we can't do that: oar plant is too small.'* or pohapa be --1y*. **Owr plant is too big. We don't get the eppeetsaizy and we deal have tbe do-- roena" 1 think there k one thing every foreman can do. He can practice --fay u> sach an extent in his own department that sol only his wortm hat the --lay dtremw aho sriD muguim that be it doing a good rob down there. MR. STOttLY (Rodtfavri. fliawifr 1 woold Hfce ts ad if yon think a safety pro gram will pay for lodf? MR. SMITH: Yo. I very dcWuh th--k a nloy fttfrin pays fcw ksdL 1 had that aQ of as in the fwd Bow CcapMt th--k that safety hfiahdf pays for itsrff, bat. of anne. --a mat n^as --rid-as tm a bank boot mitring mat--. -- hn--a hie mat he ac--aoi la Mha and cents. Safety Mae--linmcrSlaff CHAIRMAN HOLTZMAN: I he-- lend then ihnr hi-- the tauefi-- or t*y to shear bint the bcodn--that ram he gsuaed by good aim imunar aha, how closely fat aligns iwii vkk pwdottita. Too many people bd--c that a safety a lot ad disci--ita aba-- ofay ata They all say, "WdL 1 doat s-- why they e-whirr him as in a stag pc--rirw? Why fell he in line? Why daoat hr report xa the predactkm people with the n--c sen of strap that program and nitty lie with the mtsv Cow* fidendally 1 don't th--k it lies with the 1 would Hke to --k Mr. Wallace what be KOlter. 1 don't think it is his fint mpowi* thinks about that? Who should a nkrf --an bility. | think It lies with - ttpen foisfe place of t--sinew? Sboold he Safety t* a product. The nioy eogWcr be a product ton --a. a --perin- has to go out and make a ptodtsa in the trodent, or should he be no son-- stag or- plant in order to make safety a skoo. He pnlatioo} has u> make that program as important an the MIL WALLACE On a hip scale operation product the plant makes. in a luge company I think the safety director If management wants a safety program and wants it to operate, they must be sold. should report daealy to the vice-president in charge of gnnohdiirfog hi a small-scale CHAIRMAN HOLTZMAN; There arc many Instances where you will find that the foreman will say. "They have a high-powered operation be should report to the pbnt man ager or to tbe production superintendent. 1 fed that a --lay diroaov or engine-- is safety organization down there in that in definitely a line job and not a staff job, dustrial relations division, and all I know 1 have heard a lot of disaurion bemuse is they keep telling me about my aeddenu. Industrial relations were so--ething new. I don't understand why they don't charge The Industrial relations department was a accidents to the safety department instead of the foreman.** MR. MOWERY; I think tbe foreman should assume his part of the blame for acci dent prevention, because be is the fine-line sergeant out there on the job, and be should be the --fety man to bis department. The foreman often attempts to dodge re lot of sew overhead, and the shop was be ing pounded oo overhead bemuse the burden was too high; and immediately they pointed to tbe fact that we had a bunch of nrivel chain up there and a new office of industrial relations. We don't si--d the--. 2 know there Ideas and those attitudes existed la a laipt degree at a certain com- Automotive and Machine Shop Section 27 pany, and they made It very difficult for the safety department to get the kind of cooper*, don they require to make a safety program f aa firmly convinced that In the same company If the safety man had been a part of the production organisation, with the right nd of punter behind him, he could have told any superintendent in the place (if he cooH ant seD him an idea that was a right oac) that he had to do it. Tima like that ariae, aod I have seen many of them. It ia aS weS aod good to teU your fore- ana how jot want him to do something, hot Hoy ri--et you don't have time to go mmm a Mag --In program to get a point M-- aod yea bare to issue a direa order. I dah* a is jo-- as true in safety as it is in yo--Maria hamate they go hand-in-hand. I would She repeat, j believe in a two- f--f ahty fapsa with a two-fisted safety fioas. Shm kind of a guy who ao stand p aoi aril a f--deaioo man what the scon to excuse himself; be t hoc he porticotarty nice and arte hi-- ha be thinks when H is a ques- C a dead aat-and-out hazard in tbe a. Gone agaio. I would like to say that day . job u a Hoe job oot a themselves. Management is after production.'and they also want a safety record. It sometimes gets to a point where you can't have both. You should have both. 1 think your safety director should be di rectly under the manager of the company in smaller plants, or the vice-president and so on, in burger plants, on the same parallel as superintendent. His job should be -just as valuable. That is the only way you can work the thing out so that at the regular executive meetings' the safety director can present his problems and they can be hashed out, and the manager can say he U either for it or against It. That Is the only way to have harmony. 1 know of a large paper mill where the --fay director was under the superintend ent, and of another large mill of another company where the safety director was un der management, the --me as the superin tendent. Tbe comparison between the two is really something to admire, 1 would --y tor the mill that has him under manage ment. At the other mill, be just doesn't seem to get anywhere because he an just go so Car and then be is stopped in bis efforts to promote the safety program. CHAIRMAN HOLTZMAN: Do you agree wish that? JO. SMITH: On this question of staff rtwwiif authority and tbe line executive authority, it is my feeling that the bat thing the safety director cart do h roll up his sleeves and go to work and make the job safe. If be m going to sit and puzzle too much about whether it is a line operation or any other operation, be is going to think too much about that and too little about the hazards in the plant. 1 think the thing to do is to go out and make it safe, and my experiame is that no ooc will interfere with CHAIRMAN HOLTZMAN: A gentleman here asks what arc the advantages or having the --fety department and the medial deputoau uisder one bead? DR, MZRSHON: There is a distinct and a rather cleavage between the two departments. Unless there b a coordinating head to see that the information necessary for placement, necessary for claims, neces sary for invmigaiion of dermatitis and- a miUton other things is properly channeled so that tbe best an be gotten out of it for tbe benefit of tbe organization and not the advancement o! the doctor or the --fety engineer, a hill job annot be accomplished. MR. LONG: I want to state that I am a safety director as well as a superintendent, and I dost mind (riling you I have some pretty tough battles once in a while with myself to tee fast where 2 stand on certain femes. Gentle--at, I Mnt the safely director in order to do a good job should not be under the superintendent or the production man ager. l can't see where he could do a good job. because these jobs are conflicting in Each has his own work, aod 1 don't think they should be tied In with one head. We feel if the doctors an examine their men without having to worry about where the man is going to be placed, that is an ad vantage. 1 would like to describe our system, which we think is a good one. When we find a man that has some di--bility, we do not say, "Well, we can't use that man. He can't be placed on this job or that job.'* If this man has some condition, we code it. All of the de- I JZL 28 35th National Safety Congress, 1947 pamscms In the plant have tbb cod writ* ten out, and what it mean*. It is then up ficulties between the safety engineer and the doctor would disappear. to then to place the man on the job. The doctor then calls the ease as be sees Pre-omployment Examinations it, the same as if be were in private practice. We fed in this way he is not prejudiced when he sees the case, one wav or the other, if he secs some disease or some ailment. If you are in private practice you would say that the man has a condition. Naturally that condition might limit him as to walking. lifting, carrying, pushing or pull* iftg. We give him a code; then, it becomes the job of either the employment director or the safety man and the superintendent or foreman to try and find a job where that man is best fitted. CHAIRMAN KOLTZKAN: The doctors many times fpd they have that little right that do other department has in the entire organization. They fed they are a little power set over by themselves and should Mm be CHAIRMAN HOLTZMAN: I am going to ask Dr. Menhon to tell us why be thinks physiol commadona are Important and bow they aid a safety program, if at all. DR. MERSHON: I think pre-employment examinations have their place, eoy definitely. In the first place, you are able to discover whether a new man has any physical dis abilities or not; whether be may be slow in thinking, or whether be is slow in acting. After you get that information, job place ment come* in, and I think it is cocnetied with safety, t think if a man Is property placed, you win have a great many 1cm acci dents. For instance, I have one pvticular case in mind in which a veteran returned, was placed oe a drill press, but be wasn't able to keep up with production. interfered with. Where there is professional Kjggrwwt., the Layman should not invade; but where there is a question of plant uniry. The automatic screw department doesn't operate by itself, the purchasing department doesn't op erate fry itself--all of these departments muse This man tod been given a physiol ex amination. He was found to be a little no vow but was given the job anyway. He came bade to the medical dqanaat when he wasn't keeping up with production, and we found thee were a pat many things bothering Urn. For Z~ tUs job was a operate as a homogeneous unit if we are to bit hard for bias. He had a lot of worries at get the ultimate in production. which smde bias low. The more he If we set up one department, whether it tried to keep op with production, the km be the safety or the medical departments, as be was able to do. a little thing on a shelf you will find that . We recommended to the safety department lot of difficulty will result. I do not say that we have bad that in our plant, but I do know that there are other plants that have bad that difficulty. No lay. "in bu (he right to dictate to the medial department on professional advice, but he should be able to confer with the medial department to be sure that the maximum benefit of hiring, rehiring, or the rat, the that thk man be givm a different type of job where be didn't have to won produc tion until be bcome acclimated. We frit that giving him a Uttle time to adjw woald mean that he could adjam hhumlf. and be would then be able to keep ap wkb produc tion. That man did mock burr after be was property placed. multitudinous other things that go along MR. PURDY: 1 dkU Dev Iftnbmt has with saXery and the medical department, have given a very splendid pnftaiosal viewpoint at least that concurring right. UR. PURDY: It is a known bet that too frequently the medial department and the safety engineering department are at cads other's throat tor some reason or other. This is my diagnoais of the problem--too ofta the safety rmgin**r becomes a doctor, and then the doctor becomes a safety engineer. on the matter. I would Be ao add strictly horn the bpaak p*--ndpoac that I can't see how anybody staid employ a man without knowing what they are employ ing. Certainly when ym bay a machism to do a certain job there is mo A rtmrarnt and much to-do tboot the kind ef job yaw want to have It do. If they would stick to their own job and hang oat their own dirty lisai and dean it, I think yon would And that a lot of the dif When you go out to buy materials to man ufacture a <nnta pmho, yam oxtalaly know the specifications. As a rnirrrr of ho, Automotive and Machine Shop Section 29 one of the fim things you set up are ve rifications, Whan you bay a shop truck or any ocher kind of tqmpaxat tor your plant, yon go into is thoroughly, and yet how often a man is hired without any knowledge of what hk equipment consists, I think that this Injures the plant, and it is absolutely wrong to the nan to hire a person who Is definitely physically unable to do the job. I think a man is better off if be is refused a job, even though be needs it badly. 1 think it is to the sank own benefit and to the benefit of hk family and community if he is not hired and placed on a job for which be Is phyrioOy unqualifies!. gate and if there was someone there who wanted a job, and be was warm, you brought him in. Consequently, a lot of people went into industry wbo were not physically fit for in dustry, at a time when they were needed even if they could only produce jo per cent efficiently. Some of that occurred back in >939. >940. and 1941. Those people accumu lated a lot of seniority in places where you have unions. You hare to recognise that seniority, and you can't just drop those peo ple off when there are younger and perhaps much better people available from the phys ical and even mental standpoint. I think a physical examination is very Some of the mfety people have confronting definitely ----as essential as your'pur them the problem of proper placement, aod chasing department and ocher departments which buy your equipment and your ma terials. they are doing the best they an with some of these people wbo are not the most de-' arable workers. 1 on scarcely see bow that I am highly in favor of physiol examina an be done even on a small sole very effi tions. 1 presume there may be a question in ciently without some professional medial somebody's mind as to what extent should help. 3 man be whiwmuP I rhinV tint <-n hftt be determined by the work the man is going to da. Some plants Uke to go into a very extes- MR. RELEY; 1 would like to ask the doctor bow often he feds the personnel of a plant should be re-examined, that is, given a com plete physical? sn mmimtlftw piogiam. They go uw a man from hod to toot, including X-rays. Othm give turn a very mild or superficial physical examination to make certain that the man on see, perhaps, and doesn't bare a hernia or a beast murmur, or some of the more mikl conditions. Those examination* sometime* are sufficient. At least they are better than none. I believe that every plant (and this ap plies to the snail ones as weO) should have a doctor. We are often told that, "We are so small we can't afford a doctor." You fel lows wbo are in the smaller plants are the mm who can't alfos'il u> work otherwise. You do not have the luouna the large plants bare to work with. Everything you can do to avoid industrial injuries or indus trial health harards in your plant are of very distinct benefit to you, and that can only be determined by a pre-employment examina tion and proper placement of your employees. MR. WALLACE: I thtak there Is another problon that every safety director and every body involved in safety programs win be DR. MERSHON: It has been said it would be well to have an examination made every year. In ar small plant that would be very pooiblc. To do this in some of the large automo bile plants would be very difficult. You would have to employ a staff of doctors who would be overloaded, to examine all of ihoe men, I think there again, wbeo you have a preemployment examination you get a pretty good Idea of a man's coodition. Then if any thing comes up in the meantime, or if titis man k off work say with an illness, when be returns he is thee given an examination. la the big plants. It has been my experi ence, this has taken the place of a routine yearly examination. We find we get a good majority of these people every year or year and a half, wbo get the flu, or some other illness that keeps than out tor a matter of a week. When they receive an examination before taking up their work again, we find out whether or not they have completely recovered and are able to go back to their work, or whether concerned with for some yean yet. During the wor then was a shortage of help, sad you aU had the experience when the situa tion was such that you would go out to the some of the work should be made easier for them until they get their health back. t might say that at the Chrysler Corpora tion, in the pre-employment examination, we 30 35th National Safety Congress, 194? uke & chest plat* o! cMty bm. We fam found a great many cases who bad old tenons. These men are brought hock after Ar*r*;t* intervals depending oo what we find. Men who have good physiol health axe not seen again unless they become ill and visit the medical department. We feel this pretty well takes arc of our men- 1 might also say oo the examination*, we give a short examination on pre-employ ment with the sight chart. We find wc are able to pick up most {liabilities in sight. We can get a pretty good idea whether they had any trouble or not with this sight chart. CHAIRMAN HOLTZMAN: We have the inquiry of the doctor as to whether be thinks it pays to X-ray the lower back on pre employment physiols? DR. MERSHON; t have not had too or two oa hte predeployment examination to find out whether be is allergic. Many people sever find tint out until they get to work with nwUhtng and they find they are sensitise and base a reaction. Immediately, of course, n pw them tats against that material, and we give them a job on something where they do not come in contact with iu 1 am afraid it would be diftralf to deter mine all of the cases of time. MR. PURDY: I just scant to add to that. You will find that certain types of people are a little more allergic to certain condi tions. You will find that redheads are doc a good gamble where brass is being used. Vie used to call them "bras boys"--now it is a liule more highbrow, and we call it "derma titis" in ooe of iu Dfctai. much experience with that, but I do know there has been some discussion that such a thing might be a good plan. We do have a lot of back trouble some* I thtwfc you can help yourself considerably in that matter by just watching the com plexion of your people a liule hit. That may sound far-fetched, but it is a fad just the time, but 1 don't believe that a pre-employ same. ment bock X-ray would give us enough In I don't mean by that that your employ formation at that time to be worth-while. ment department or engineer should Irww MR. SCHULTZ (Allis-Chalmen Mfg. Co-. a dermatologist or psychologist or something Milwaukee, Wisconsin): Don't you think it of the sort. It is just common sense. That b would or might be desirable to set up your one of the things you have to study in the periodic physiol examinations on the specific safety engineering field. occupational scale rather than having a set The qualifications of a safety ' engineer up for once a year. In ns say as an example* are rather broad; and that is one of them. I where you have a lead worker or dust worker __ think if you will give a little thought to and set up periodic examinations on the this you will find that In quite a number of type of exposure rather than on a definite cases the complexion of the pcople-bas some schedule? thing to do with the case. DR. MERSHON: That is done. The exami nations are scheduled according to the type of exposure. 11 the exposure requires it, oC course, we would examine them every six months or every three months if that be came necessary. We feel we have the hazards pretty wdl under control at the present dine. If we do see a need for it, however, certainly we would1 examine them as often as necessary. MR. GJERUE- I would like to ask the I just brought that out as a suggestion to you. Sometimes a doctor doesn't bring out those little points. They stay more to the professional side of it; and in the meantime we wander around trying to find out what made this fellow break out with this. The doctor mys it is just a condition. I thtwk about 90 per cent of your dermatitis caso are due to the people rather than the ma terial they are using. doctor it he knows,of a way or can suggest a way of determining an employee's allergy If you can get perhaps a liule more per sonal and confidential with your employees, to dermatitis? you will find that your dermatitis cases will CHAIRMAN HOLTZMAN: I would Jilu: go down. DonVstart running to the labora to know that myself. tory with your oQs and other material* to DR. MERSHON: I think a man has a case find the solution of your problems, because history in something of that sort; For In you won't find U thrae. You on take oils stance, if a man has asthma* hay levs or that are being used and ntn your analysis. sensitivity to soaps, it only takes a question You will get a certain percentage of bacteria. Automotive and Machine Shop Section 31 Then yon go over to the other barrels and get a higher percentage; and then you are stuck. If yon go to the workers and find out bow much they have bad something of this sort, you will reduce your dermatitis cases. We do not like to get mixed up in the placement of these men. We are hired as doctor* to find oat what tbe condition of these men happens to be- From our stand point,, that is all the farther we would like MR. CARL REED (Westingbouse. Spring- to go. If we get tarred up in these other field. Haaachusettcs): I would like to direct things, then we are apt to become prejudiced. a question to the doctor. If you were a worker going into a plant and you needed a job, and you have asthma, and the doctor asks you, "Do you have asthma?"--what would be your reply? MR. WALLACE: 1 think that at this point, the safety director and the doctor should have a heart-to-heart talk about whether or not there is a possibility of a job in the plant that this man ran do safely DR. MERSHON: If 1 wanted the job from the cost standpoint and from the safety badly enough I probably wouldn't tell him ` standpoint. If there is no such position, then that I had it. 1 think it is a questioo o( management. Man Let me answer U this way*. We feel that agement has to deride wbat to do with this we have thtse hazards in our plant well un particular type of employee in the way of der control, so that even if this man were paying him a pension of some sort, or some placed in some of these positions the hazards sort of a partial severance pay. Different corn- are low enough so that It probably wouldn't panics have different answers to that. bother him too much. Mr. Nuanbogcr and I have bad some MR. REED: My point is this: Of what experience with a company that had a num value arc these medical examinations if we ber of loyal oldtime employees, on their doo'l get truthful replies to our questions payroll for 90 and 40 years. They became by the doctor? physically unfit and were no longer safe in DR. MERSHON: You will get some truth the plant. Tbe company kept them on the ful replies. True, there are some wbo won't payroll, but these men sat in a corner *11 answer your questions. There is nothing . day long. that I know of that ybu can do about that bat at least too will get some which should be of some benefit. MR. NEURNBERCER (A- B. Dick Co., Chicago* Illinois); I waot to bring up an They had not solved the problem as to what to do with these emptovees who had become physically unfit. 1 repeat, i think that one is right in top management's tap, other vary pertinent point in regard to phys iol capacities and physical abilities for a job. The doctor also touched on it when be talk about pre-employment examinations and periodic examirations. What 1 would like to know Is how such oaes are handled when you find a worker Tho Foreman's Function CHAIRMAN HOLTZMAN: There are a great many people who fed that when an employee comes Into the industrial relations department, or the employment department, and has leccivid bis indoctrination safety talk, who hat 5, 10. or to years of seniority, and we find now that through a periodic physical rraminitioQ the man no longer has the ca pacity to cope with the physiol demands of the job? Wbat are we going to do with that lain? goggles, shoes and so forth, that he is now ready to be put on the job. I wonder how much of a job is dooe after be has left? That ts. after tbe mao Is ready to be placed on the job? What b the foreman's pan from there on? DR. MERSHON: When we examine a man MR. MOWEKY: 1 think tbe fint thing and fiad that be doesn't have the physical. , roost foremen will do b question the individ qaEfcuiom that be did have, we code him ual and see If be really was told anything that soy; and then be is turned back. I about safety. Mon workers are prone to say. don't know just who has charge of that "Yes, l know all about that" That is where after ha ktns the medical department, but most foremen stop- They think he knows all it is aka raze of and an attempt is made, about it, and they forget about the man. in mmt osa, to try and place.this man on I think the foreman shoutd be conscientious something that he can do. That ii all the and also make tbe worker conscientious at medical department can do. alt times about safety. As I said, maybe the 32 35th National Safety Congress, 1947 employment department told blot something about what the rate was going to be, and to forth, and then when they asked about safety, he said, "Yea, 1 know about it." Then they forgot about it. I do not think the foreman should do that. They can do something to help the man be yond that point. 1 think every foreman should be able to dramatire safety to the worker, for irwanrt-, if a safety bulletin comes out and has a pic ture on it. the foreman must nsc his initia tive and see something in that bulletin that he can take to bis workers. By the same token, if something happens in another department, he should tell his men what happened in order that they may avoid the ooe hazard. Too many foremen will say "Go over and do that job." You forget to tell him to do something about safety. You just put him on the job, and then come hack later and see if he used his bead. I tell -him the safe way Ant. The Safety Director's Authority CHAIRMAN HOLTZMAN; I know there are many safety inspectors and safety engi neers who will go in, or who have the author ity to go into a department and my, "That machine is hiardoos. Shut it down. We are not operating it until it is changed." There is quite a bit of controversy about that. I would like to get the panel discussion or the panel ttadioa to that authority, or lack of ft. Bill Smith, what do you have on that? MR. SMITH! 1 don't see how anyone who is going to operate the safety engineer'* de partment successfully and properly can do it unlos he has the authority to shut down any dangerous machine. We have that authority, it has to be used with discretion, and it requires a great deal of education. For instance; it wasn't long ago thar 1 shut down one of the power-operating press in our fender department. The word was to shut it down. We called the shop foreman down to find out why it wasn't guarded properly. After that we called is the depart ment foreman and asked him about iL In the meantime the machine was shut down. We called in the general foreman, the assist ant superintendent ot the building, and th* superintendent. Then we bad what I all an "cdacuioo" dam. tn the meantime there was no protec tion. Tbca the machine was eusmied and al lowed to operate. It was atasting bow the procedure taken resulted Is everybody^ say ing, "This wQl not happoi again." There is a very important factor in rfcfa matter of shutting down |"`-Iii",7 That is that any safety director os dm the ravbtur down and immediately pot os a temporary device. You cant jus iJnst it down and walk away, laving it behind ywa. Very often a temporary guard mo be pot os and the machine placed in operates again But 1 definitely stand lor shatth^ down wrahtwery which is dangerous to operate. MR. WALLACE: Bin, 1 would Bt to ate you a question- You are the safety director of all the Ford plants. That is a very big job. You have a lot of authority. Bow far down the Une in your safety deportment doo that authority to shut down mvhmrr go? MR. SMITH: Thaw plants are divided into soon There are 96,000 people in our one plant, and vre use ilf cable feet of gas a day to bar (be formok seo of railroad track to switch the trains In and out of the bolldings; gom trucks to am things along without going outride. We di vided that, naturally, into eooce. The zone inspector, safety engineer, has the authority within that zone. MR. WALLACE: I have always believed in the authority of the safety man 00 the firing-line. He has to have the authority to shut down a machine. Accidents occur from anale practice* only onoe in goo times it ha been aid. but you don't know if that is going to be the yxXh time. Tt may be tbe first time. Every minute an unsafe condition crista is just that much more time to allow lor tbe possibility of a serious accident. That just .bean out what I said before. 1 firmly believe in a two-fisted program. I think that' h put of it. Many times or fore men on tbe Boor do not have rime to take arc of a particnlar guarding problem that exists, or tbey haven't inched H. They have just neglected it. With a two-fisted safety man 00 the job, if be shuts tbe machine down that he gets action. I have senr sees If EtiTyec. When a production man is held to a inlils amount of production and you ilm down the ma Automotive and Machine Shop Section 33 chine it %* his entire production and Now let's go over to tbe small plant. 1 you get some action. think we have to say something to someone MR- MOWERY: I was on a safety prognua once before and tabbed the safety director as "the man hi the gilded age." 1 have seen a safety director who doesn't know anything about machines, 1 even know a case where 9 man had equipped a machine with his own suggestion and then wanted to shut it down. When be did that, he immediately lowered tbe rtqvu of the workers in his department.' la ooe of the plants in oar city a returned, veteran wasn't given a job on a punch-pros because he was a hazardous worker. Tbey gave fata another job in another plant in another city. This safety director thought be bad everything all plugged, and the foreman told this frilow that be thought there was a hazard left there, but the safety director thought it was all taken care or in tbe paritcohr instance, as he had !-* a double push-botton switch on the punch pros. In order to get his family out of tbe red, this G.l. thought he could "beat tbe gun" so he immediately began using bb knee to touch one of the buttons and lave hi* hands free. He lost bis hand at the wrist. According to tbe safety director that ma chine was protected; nothing could happen. Yet. whew it did happen, tw went out and made another change on the machine ao that it would not happen again. In that cam the foreman would have a hard time in telling the nfety director that the machine wasn't right. There is an argu ment; it an happen especially when you go into a phutt and harelo show them. occasionally in favor of management. Perhaps there are some managers here in this audi ence. They want to know the answers to same of these questions. They are probably fiddling around with some of those so-called safety directors who get in their hair. When you give aanun a title, he goes crazy at times and shuts down everything that can be shot down. Give him-a bunch of red tags and be will really go to work; and tbe first thing you know you won't have any pro* ducrion. Very often machines are shut dovm use lessly.. Again you have to get buck to your problem of engineering your job. It is not a question of somebody putting a knee against a safety devices. We don't shut machines down for that purpose. We shut machines down when they are hazardous or in need of repair. If you hare a device on there that was put on there originally and the machine device is not foolproof, that is another ques tion. Tbe point we axe talking about is: 5bould a safety director have the authority to shut down the machine when he sees that it is hazardous? 1 would say "yes." provided that tbe safety director hat the knowledge and ability to determine the hazards of the ma chine. Many times you can set up some ternporaxy protection or some temporary equipmeat so that production ran go ahead. Here is where the state comes in. Just as soon as they find some temporary device, tbe question is, what is tcinpuary? 1 believe Is showing by example. I think that safety directors sometimes shut down equipment when it isn't absolutely necessary, I think If they would talk the problem over with the foreman a little, they could often save shutting down. MIL PURDY: I think this authority to shut down machines ha to be handled very carefully. I find these temporary setups in existence two or three months after tbey were effected. A temporary device, in my opinion, is some-, thing that is only to exist as long as it takes to make something permanent: then it must be removed. A lot of judgment has to be used In taring down machines. Don't forget that one machine nay affect a great many other machines. It may affect a line of assembly. The first important thought that comes to my mind Is when you sue talking about safety directors that the title or term has been rather badly misused at times, t think in a plant where there is a very eompetoit safety di rector, he should have the authority because the management recognizes bit value, his H-ork, and his position in the company. Therefore, he need have no for when that safety Ireczor enters machine shut down, If you are going to sun shutting down machines, be rare you know what you are going to do. It might be a good idra to con sult the foreman, the superintendent, or the factory manager; and If you have done your job ss a safety apoccr and have sold them on safety, you will get cooperation. You wilt hare so worries in that respect if yon hare offered tbe proper spirit in the 34 35th National Safety Congress, 1947 Automotive and Machine Shop Section 35 WEDNESDAY AFTERNOON SESSION October 8, 1947 Presiding: C. A. DcMoncc. Safety Director, Kekey-Hayes Wheel Co. Scdety Performance Improvement Through Management Training * By D. T. MOULD Safety Director. General Motor* Corporation And E. G. BOWMAN General Motors Institute Air. Mouid: The top management of General Motor* Corporation ha* maintained one basic atti tude toward the protection of it* employee*. This attitude has become a kind of philos ophy, and it is that as long as one General Motors employee is hurt or is affected by an occupational our job in safety is not done. We recognize that this u not an easy job. It is much bigger than any one person can hope to accomplish alone- It requires the combined effort* of each individual in the corporation. Members of supervision need to stay alert to their responsibilities. They need to be constantly providing sale took and equip ment, safe working conditions, and safety education for the proteaion of the employees. It is also necessary to see that safety rules are established which arc fair, and will pro tect the employee, and then make sure that they axe used. Probably we will never reach the place where we have no accidents or occupational diseases in our plants. It has been estimated that 88 per cent of our accident* are due to human failures. This means not only those things which people do and an refened to as "unsafe acts'* but also to tbc failure of machines and equipment due so human fail ure either in producing these machine* or in their usage. The automobile industry as a whole, dur ing the year <999. had a Frequency of S^j and a SeWrity of .70. During this same year the Central Motors Frequency was $.7* and Severity was 41. These figures show that in comparison to the automobile industry as a whole, we in General Motors had a good safety record. The only reason these figures were low was because members of supervision throughout the corporation bad beat stepping up to the safety part of their job. Wbes General Motors made a total con version to implements of war, all typo of new equipment were needed. As this new equip ment arrived at the many General Motors plants, it was found tht ia a good mam instances adcqnate guarding had not been provided by the manufacturer. Use materials required to properly safeguard this new equipment conld net be obtained. We did not have a wfirine number of diTWd peo ple to make these paaohe drritn and at the same time keep ap with the total yob to be dene. During this nut period it waa Moan Cor the iwhm ef mmngonaai in Crnml Motors to learn new mdisii af praemring. Throe Inmdinl thomund new cmydayw were hired. Many af them fflayam had never worked hi any type af Bariauahg plant. It was neexmary for these people m ant long boors, judariing an rrimt work. Many found it uvu-wiry t biunmt accmeomud so shift west, which indudcd the right shift. It was neceanxy to deal with tboe Mobtions with a luge --bre si newly appoint ed supervisees. CetM.nl Macon management found thenwefnr is a petition of not only trying to help these newly appointed super visors, as wdJ at the old members of super vision, acquire a knowledge of tbc new prod uct, new equipment, new process, but ahe with the accesrity of helping them property train tbrir employees. From 1939 to 194* the safety problem be came steadily wotse. In order to meet these problems, afety training program* were of vital importance. Some of the training jobs which were car ried out were supervisory training tor all members of supervision and training classes in the operation of machine* and equipment for operators. New employees bad the prod ucts explained to them at the time of hiring. Methods of job training programs were con ducted for members of supervision so that they would be better able to train the em ployee*. employees seemed to want a change in scenery. Alt of these factors had an effect 00 our safety record. With the return from wartime operations to peacetime operations, it was felt that a stimulant should be put in the safety pro gram to help members of supervision oper ate their departments in a safer manner. _ As I visited the divisions of the corpora tion, members of top management were say By 'MS- ritb approximately 450000 em ing things like. "Our safety record looks ployee* 00 the payroll, through all types of pretty bad. We must do something about training and educational programs, for both the operators and members of supervision, we were able to reduce the frequency and it," "We must reduce accidents," "We must help our supervisors step up to the safety port of their job." Members of top manage severity rates close to our 1939 position. ment knew that they must set up plans to People started to become war-conscious to tbe extent that their every effort was toward helping to win the war. They ail had the same incentive. They wanted to contribute their bed toward the war effort and this mornt workiog safely. However, as tbc war progressed through 1944 our seroity rate increased slightly, and. as we oat through 1945 the curve increased very sharply. ft arred that tbc employees bad started to relax as there was some evidence of the European and Pacific campaigns coming to so aid. In 194S this curve Increased further a* we came into the reconversion period, meet this safety situation. They toll that management training would be a vital aid in carrying out these plus. Since this need for management training was definitely in tbe picture corporation wide; it was natural that we ask the assist ance of General Motor* Institute, central training agency for General Motor* Corpora' lion, to help in meeting ihl need. E. G. Bowman of the design and develop ment department at General Motors Insti tute. will give you the story of bow a pro gram was developed to meet this operating need and also will tell tbe story of the train ing program itsclL reaching a frequency of 9.71 and a severity Mr. Boatman; d -7S4- In General Motors Corporation the philos Agris we faced the situation of new prod ophy underlying all management training is ucts. This dad not mean necessarily that the priMU woe new to the manufacturing di- rim but in a great many instances they or new 10 tbe employees hired during the war yam. that the job of a training staff is to help the mao carrying operating responsibilities to use training effectively as an aid in solving operating problems. - It is believed that mining, to be effective, Again we laced tbc situation of having u ure equipment which was not familiar to a large number of our employees. must help those members of supervision wbo are responsible for tbe operation end of the businew. It must contribute toward helping We faced tbaa aasae sination in manufac them solve their operating problems. Train turing peorrrs These procewes were not ing should not be dooe for training's sake ummOj ucw so the old timer* but were alone. new to a targe number of our employees. In tbc development of any training pro New sapcirison needed to learn new meth gram there are two kinds of questions that od* ef doing their lob. need to be answered. Along with tine situations there was a 1. What method of training will be most great deal of unrest. Tbe incentive to win effective? the war was gone. Many men wbo bad served s. Where should tbe emphasis fail? ta the armed forces woe returning to their job*. There was a great deal of unrest in labor. Imjiai was concerned with the ccBOOwy of our country. Large numbers of In defining the need for tbe program the Planning Committee reviewed the safety picture as presented to you by Mr. Mould and then said, what we want to come out 36 35th National Safety Congrats, 1947 with n a program aimed at: > Getting tbc suparisor to accept respoonbtliiy for the people Is hi> area: *. preventing actidenu; j- Having ewjiuue in the organisation carry hi part in tbc total safety job. They established the program Objective, which was to help each supervisor gain a bdUr Bndtnunding of the fundamentals of acrideni prevention and health maintenance and of hi* pout in the organizational plan for safe plant operation, so that ho accepts folly hii responsibility for safety n an in* Ufnl prt of his job ind continuously takes the r*--nsry action. This planning committee said, "We want a safety --*tnfg program atwwt directly at those of suporiuoa who have op erating revponribttitici, and we would like to have members of the 'Safety Department staff nt in tbc meetings as advhera." In carrying out the third part of their job. the planning committee chose as members of the pexapcmel of the design committee those people who the though*- tndd contribute meat to Sndiii| accurate ssnns to the iso questions, "What method of mining will be most Hfaairr?' and "Where should the cm* pbads fall?" With thh in mind and knowing that they wohld need individuals who were cloac enough to the operating part at the job to know its immediate needs, and will far enough away to be able to look ml the train iag job in perspective, and also recognizing that they needed indhidaalft who could me* tribute both content and method, they ap pointed dx safety dmaoo TryrrwTUmg <. visions of different sacs ansi ant rrpmrim tives of the institute traluing staff. The six safety directors thaw were: Oyde Enoch. Chevrolet; Paul Bangs of frigid' aire; Bluer Gordon of Okfanotik; SC. j. McCarthy of Fisher Body; Fred Ydtoa of Delco Reay and Dare Mould. Safety Di rector of the Corporation, rbe six representa tives of the Institute training staff Wen mem bers of the plant management training and design and development departments. This group met togethex at General Motors Institute for a period of two days and the job of this committer was: set unit titles, set unit objectives, set unit specifications oo content mJ method. It was decided by this design committee that the program should consist of seven units, and for each of thoe nsita they set the unit titles, objecdTO, wait specifications oq content method. These were the men who made the blue print of the program. This was the group o( individuals who had toannrex the two questions, "What method, of training will be most effective?", and "Where should the emphasis fell?" During the mooing they mid things like, "Cover this point." "Do not strew this point." "Approach this or that in thh way." Wbca these final specification* wen ttt on content and the job wu turned over to writers who had been ana- ben of the design committer prepared lead* era guides for Insmictimaw Them mesa, using the specification* on cootent and method as sec by the mashers of tbc design committee; wrote the first draft of the leader's guide*. In order to salt sure that the-writen bad foDowud the "blue print" the leader's guides woe sent to mas hers of the design committee who reviewed the fim draft. This inspection was lor the purpose of --sure that the model or fim draft bad two Win, according to In order to deuxmiae whether or not the model or training piugiara would do the job it was intended to do. it was Deca- rary to take it to the proving ground. It was also important that it be laud with a typical group Hiwkr xtnd CDOdltioOS. Tips typical group needed to be ssade up of men at all kids of sopoTsion and rep- rrsrseing the various deportments la a divirion. St was iTwnglw adrinUt to bold thfii tnirisl ran of the program in a dririnoo which was sear the saddle In the frequency and severity rating tfl the tetpontioo. With these fatten ia mind, it was derided to hold the initial run of the program at the OMmoMe Divirion at Tmejag, Ifidti- During the ten, member* of the deriga committee sat as obswm fa orris to deter mine by obentim whether or no* the training program which had been developed according to the drags spudfications would reach ks objective which was to "Help cads supervisor gala a better ' ~tLy of tbc fondamcmals of acrhlf-- prvnaitwi and health wifnWMUte and ef iris pot in the orgatihariorul plan far wit pint opera tioa, so that he accepts fuSy U* iespmalbiliry far nfoty as m hucgral pan of hfe Automotive and Machine Shop Section 37 job and eoatinoouily takes the neeemary acrion." In order to take advantage of the feat run experience, tbc program was zfrfn re* turned to members of the development team for nrako. When this rvrtoioa bad been completed we bad aa inuueurt aid called a Deader** Guide for training superosjoa throughout. General Motors Corporation with a training program ailed "Safety In General Motors." Wc also bad a tw by the some name. "Safety in General Moton* which was given to each member of ibe training groups. Tbe exciting thing about the approach stud to develop this safety training program I* that through the piemen of pooling apeziawt it w posrible to pat la the "Safety fit General Motors" training program many lifetimes ef experience. It was pomlble to put to the hands of the iumuxor a Leader's Guide which was developed in tbe answer to the two quteiow, "What method of training will be went effective?" and "Where .SbiVI ,tu emphari* fatty* according to the experience of many individuals who were .umhwi of the Flaming, Design and De velopment Groups. This approach abo gave the learner, mem bers of supcrvtrioa, an opportunity to bene fit from the experience of those individuals who were dose mough to tbe operation prob lem to recognise tbe need and still far enough bom the job to view it is prospective. The first of the seven units developed by this process sac Unit I Acddcsx puimim and yen; objective; to help each misbrr of supezvfeioo more folly realise the-importance of accident prevention and health maintenance and to stimulate hit desire to do his port more effectively. In this unit k k brought out that through out the training program.' mfecy b thought of as stdrina prerauiou and health main tenance. The r^m k ako developed that: Accidents Affect: t. Employee. a. frodaciw. 3- Com. 4. Community. Accident ptmalka and holtb mainte nance are important 'ecauae of their effect cm the employee. \ good supervisor wiQ want to be interested in his employees as individuals and their welfare. This in- tezest must be genuine. He seeds to think of them not as cogs in a production machine but as human beings who have feelings, likes and dislikes, fears, hopes, ambitions, and desires. All of thn want to avoid injury not only for themselves but abo because of tbe effect upon thdr families. If a wwvntwr of supervisioa has this real interest in his people, be will not only want to. but will do everything he can to make his department a sale place in which to vod. Tbe effect that accidents have 00 produc tion is also of vital importance. Everyone knows that an injured pom even though still able to work docs not produce * normal day's work. At tbe time an accident happens, otbera working in tbc vicinity lose time and tbe chances axe that more time is lose at the time of an than is ever rworded. Whenever possible, tbe actual oa*c figures are explained to tbe members of the group. A potto h also made concerning tbe intangi ble com Item*. Actual cost figure* arc multi plied by four bemuse it has been found that the intangible corns resulting from an acddent are about tour times tbc aoual cost. The effect that accidents bare oo tbe com munity in which tbe division is located is shown as being very important. Everyone knows what happens to tbe reputation of a manufacturing plant which continuously has a high percentage of accident*. Everyone has heard a umnufatturiag plant related to as a "slaughter house." Because of the repota ttoo which a plant establishes by the way to which it protects it employees, it fa certainly true that accidents affect the feelings of the people in tbe community. The members of tbe group are then shown by mean* of bar charts that industry has made much progress in protecting the worker. These bar charts show tbe severity and frequency rating of all Indomry for the fifteen-year period between iggo and 1945. They also point out that General Motors has made progress to protecting the worker by showing graph!tally the frequency and severity rates for General Motors during tbe same fifteeayear period. It is brought out that member* of super vision have contributed much to industry's advance in this safe guarding of tbe worker. In order to- show this. General Motors p*>- 38 35th Notional Safety Congress, 1947 iitioo in rdixioa to other industria ii pretented. The position of the particular division where the program it being presented it ex plained. To summarise chit fine session. Gen era] Motors philosophy towards safety is stated: "That as long at one G. M. employee is hurt or it affected by an occupational dis ease, oar job is not dooe. Uniat we improve our safety leuad each year over the previous year we hare not met our full responsibility to the employee, community, and General Motors.- Unit n The objective of the second unit of the program was to review with members of supervision the division's or plant's potion and procedures relating to accident preven tion and health maintenance. In 1935 Ur. C. L Wilson spent more than three weeks visiting various General Motors Plants, reviewing with the supervisory organ ization and employees the job they had done on reducing accidents. He found that the plants that woe having the best mfety record had certain principles in commoo. From this survey six general principles were formalized hv Mr. Wilson. These six minimum standards in reality are the basic outline fot the training program. t. INTEREST IN SAFETY ON THE PART OF TOP MANAGEMENT It is escotial that the men who have the responsibility for the operation of (he plant and the authority to change bad safety con ditions--have a sympathetic attitude towards safety and recognize it is s Managonent re sponsibility. II. A DEFINITELY ESTABLISHED SAFE TY ORGANIZATION THROUGH THE SUPERVISORY ORGANIZATION TO EACH INDIVIDUAL EMPLOYEE The General Manager should meet with the top supervisory staff periodically to re view the safety situation; discuss major safety problems and make decisions for correction; formulate safety policies for mechanical safe guarding of equipment, good housekeeping, education, etc. Superintendents should xsdet with their foremen at least once a month to explain the general safety policies of the divi sion as approved by top management. Fore man should talk to two employees daily re garding the safety policies and the safe prac- dees necessary on their particular operation. 11L ADEQUATE AND CAPABLE FULL TIME SAFETY PERSONNEL fafh plant <hwlM bare a full-time capable man to supervise a continuing safety educa tion program and assise Use supervisory or ganization la "<"!"; safe working con ditions In the plant. He should have a aufi- dent of safety inspectors to cover all rv. WRITTEN SAFETY PROCEDURE AND INSTRUCTIONS TOR EACH OCCUPATION Safe practioB and safety roles evolved by the experienced operators should be put in writing as mfety instruction* for each occu pation so that the new openton can profit by the experience of others. These instruc tions should be kept up-to-date. V. THOROUCH SAFETY INSTRUCTION OF NEW EMPLOYEES New employees should be thoroughly in structed in the safe operation of the job be fore they start to work. Employees should be contacted frequently to make sore the safe practice are being followed. VL STIMULATION OF INTEREST IN SAFETY ON THE PART OF EVERY EMPLOYEE The subject safety should be brought force fully to the attention of the entire organiza tion periodically through the medium of dally contacts with the employees, potss, safety exhibits, mfety moving piaures, plant publications, etc. Safety an be "sold" to the employee group If they are contacted fre quently regarding the -eatery of their particu lar operation. Unit in Tbe third unit in the program is the job of supervision In accident prevention and health maintenance. Tbe objective here is to help each member of supervision gain a bet ter understanding of what be needs to do in making his department a safer place in which to work. This session is primarily devoted to helping each member of the group determine exactly what his specific duties are in carrying out the safety pan of bis job. For purposes of iaRniokm. it is brought out that safety responsibilities carried out by Automotivc and Machine Shop Section 39 members of sapcrvMtm cone undo the fob lowing general daotficatioos: Employee rela tions, working conditions, tools and equipment, and organization contacts. periodic inspections. x. Follows up to see that are corrected. hunk 3. Issua orders for safety guards and per These goeral ramifications are used as a sonal .protective equipment in his deport training device to help of su pervision la thinking about hiskafety respon sibilities. ment. and follows up to see that these are completed and put into Mfrct. 4. Checks the location of machines and A check sheet is filed oat by each member equipment from tbe standpoint of safety. of the group using each of these classifications 5. Knows the basic operations of jobs is as headings. bis department. Under the heading of employee relations, itaprejsfWIitiea sack a tbe following are lHtrd,- t. Sees that all new or transferred employees 5. Analytes the elements of an operation for safety hazards. 7. Keeps machines, tools and equipment In good repair. are inaezacted oa the safe operation on tbe In the area of organizational contacts such job so whkh they arc assigned. responsibilities as the following are I'-red by *. Sea that people are properly placed *c- cording m sfaQfey. %. Iaiatipm or mnaidcii investigation to he made hi came where as employee is off week fium aa alhgtil hjwy, 4- Mates regular safety contacts with em ployees on tbe job. 5- Stirootam pride in tbe department and plaaa asJuy record. the members of supervision: t. Gives organizational support to his safe, ty program. x. Thoroughly understands and enforces policies, procedure*, rales and regulation* as adopted by his division. 3. Taka an actual part in the writing of job safety instructions and sea that they are completed and put into effect. fi. Encourages safety suggestions and tbe 4. Promptly reports all accidents. meeting of waafe working conditions, 7. Accepts tbe mlrty pert of his job as a 5. Assists other supervisors by calling their attention to nraafg acts or conditions. responsibility. There are only a few of the responsibilities R Practices mfety raks and regulations which members of supervision recognize a himself. their specific duties dazing tbe training pro 9. Florida safe took to work with. gram. 10. Provides proper personal protective equipment. Unit IV 11. Explains the purpose of safety devices, is. Senses employee rapootibQlty in re gard to safety. **- Encourage* the use of the medical faHltri-- Under the heading of working conditions tacmbeii of tbe conference group list such le^wuribCTllia am 1. Sea dot good housekeeping is main tained. a. Checks physical layout from tbe stand point of safety. 5- Makes sure that he has the proper veutflarion, beating and lighting in his depart ment. 4. Knows tbe location of fire Sghriwp equipment. The refpoosibflitirs that are stated under the machines, tools and equipment are simi lar to these s. Constantly watches bis safety hazards by Tbe fundamentals of accident prevention and health maintenance constitute the fourth nnit In our program. The objective here is to give each member of supervision some tools and knowledge that he cam use in mak ing his department a wfa place in which to work. In order to help each supervisor develop certain skills and acquire knowledge about safety that be need* in making his depart ment a safer place in which to work. It is hroughl out that the fundamentals of acci dent prevention *zd health maintenance are: t. Determination of what constitutes hazards, s. Ability to recognise hazards and find their causes, g. Constructive action in eliminating hazards, aad 4. Tbe three major factors of safety cooaol--e&ghMaing, education, and enforcement. It is basic in any safety program to deter* mine what coostitata a hazard. Fee purposes 40 35th National Safely Congress, 1947 of mining program a safety hazard is any unsafe act or mechanical or physical con dition that could cause injury to, or jeopard ize the health, of. an employee. Unsafe acts are though* of as potentially dangerous acts such as running, home play, day dreaming, distracting other workers, and ardm handling and storing of materials. Mechanical and physical hazards are thought of as ineffectively guarded machin ery, unguarded machinery, machines of unsafe design, defective tools, impropoiy point" ed or stored matoials, congested areas, unsafe building conditions, improper working con* ditions and unsafe apparel. In order to constantly do an effective job in carrying out his safety'impossibilities, the foreman needs some kind of systematic meth od in spotting safety hazard*. A hazard check list has been found to be helpful in assisting members of supervision to do this. This hazards check Ust is divided into four areas: Overhead areas: machines, tools and equipment area: the floor area surround ing the machine: and the employee Mmarff. member of the group makes an in spection of his own deportment listing the hazards be finds in each of these area*. He then takes the following steps to eliminate cadi of the bawds be finds: i. Determines the cause of acb hazard. t. Takes the nccesnry action to eliminate the hazard. j. Sets a definite date by which the condi tion Is to be corrected and follows up to see that it is done. Tbe use of this hazard's check list rabies In a large number of safety hazards being rftmlrated during the training program. Not only Is it a device which proves effective for training purposes, but It Is also something that is a practical tool that can be used by each mrmber of supervision on a continuing basis. Unit V The three major factors of safety control, namely, engineering, education, and enforce ment are discussed at length in unit fire: the methods of applying fundamentals of acci dent prevention and health maintenance. Hoe the idea is to help each member of the group to learn bow to develop skill in work ing with employees and others in preventing acddents and maintaining health. In the previous unit the members of the group tbe fundamentals of aeddeot prevention and health maintenance. These fundamentals are: i. Determination of what eenstirote* haz ards. a. Ability to 'i|i buank and find their cause. g. Constructive action is citmlnaring haz ards. 4. Three major factors of safety control, engineering, education and enforcement. In this session the member* of the group are given an opportunity to develop skill in working with their employees as individuals and other members of the organization in the prevention of aeddents and maintaining Safety engineering may be classified as cither preventive or corrective, preventive be ing suggestions made for safety to avoid haz ards before or apipami are pat to use. Corrective is to change or add safety factor* to the md equipment which are already in operation. The objectives of tbe cngsneecmg facton as applied to safety hazards meanri 1. Avoid tbe hazard. a. Eliminate tbe hazard. g. Protect against the hazard. There are several principles which can be followed in reaching this objective. In avoid ing tbe hazard there are such principles as: j. Doign and onstreet tools so that guards are not necessary. 1. Provide mechanical feeding derico. $. Providing remote metro] mechanisms. The engineering object!re--as applied to safety--of eliminating the hazard, it thought of as changing the design to incorporate the principles which apply to avoiding tbe haz ard after tbe machine is in tbe plant and in acxnal tsts. Among the several prindpla which can be followed in reaching tbe objective of pro tecting again-- the hazard are: 1, Providing mechanical devices that re move the tanw or ocher ports of tbe body from the dangm* zone. e. Design guards so that machine* are not run unless guards are is place. 9. Provide enclosures, covers, etc. Education at related to safety is the process of orienting the worker in the plant and On department, instructing him in the correct way to perform tasks, and mTtsriug bis coop Automotive and Machine Shop Section 41 eration is avoiding and eliminating safety hinnk ^ It is felt that the most important phase of the supervisor's safety job is his daily contact with the individual worker. In a good many divirion* this is dose oa a daily basis by a stria of five-minute safety talk*. In some divi sions it is required that each member of sopqihsuu contact a certain number of em ployees and calk to them about mfety each day. In sac diriekms this is done oa a scheduled basis while on others it is carried out on an informal basis la order to help member* of supervision burnt more effective in making these five- inw mfety tfe Btcnbcn of the group arc given an opportunity to practice making five minute safety talks using the seven basic steps in selling: 1. Know the goods, z. Know the customer, 9. Get attention, 4. Arouse la teral. fi. Create dolie, 6- Induce action and, 7. Maintain satisfaction. Each of you will recognize that in these borne steps for selling safety there is nothing new. S think all of yoa will agree that these sups in wiling have baa used for yean by men in products and in gaining ac ceptance to idem. The fiim two. (1) know the goods and (a) know the casoan^it those steps which a supervisor would ose to prepare himself before making the safety selling contact. Number (3) get aUenrkxi, (4) arouse in terest. (5) emu desire, (8) induce action are the steps which are used in the actual present ation or in actually the con tact. Sup number (7) is what we hope will happen after the safety selling cootact has been nsds. To "knew the goods** hi selling safety is to bare the wetking knowledge of the purpose. ih* prindpla involved, sod how three principles can be translated into specific applications. In ocher words, to know the goods to know safety. To "Kuan the cusmucs** In selling safety is u know people and to know each cmflaps as an IndMdnsL The supervisor needs so know a be about each individual em ployee. whs* his Ska are, his rfSilikO. his btmUj lesfwnibniffes. and hobbies. To "get attention* is to lave the employee direct hi* tMsMif toward tbe object of at tention. This mean* to gain favorable atten tion not only to yourself as the speaks but also to the object which you want to ulk about. Getting attention as a selling step in this program nan primarily attracting and bolding attention to tbe pwimh- phase of safety being discuned. To "arouse interest* is to strike a respon sible cord with the employee. Sines every individual is interested in his own welfare, be will be responsive to those ideas dr sug gestions in which be can sec something in it for himself or those close to bin?- Usually interest can be aroused by pointing out to the individual those benefits, advantages or gains which will be forthcoming as a result of doing what is expected of him. Xo safety this means such things as using proper guards provided, wearing safety geggka and obeying safety rule*. To "create desire* is to the employee aware of unsatisfied wants or nods which are related to safety. This primarily of helping the individual recognize that bis desires and wants can rasooabty be satis fied by doing what b expected of hiTM. To "induce action* is to have tbe employee translate hb denies "** activitia which tend to satisfy his need* or wants. This step con sists ftnubiwfnntly of rurngniiinj thoroughly and completely what is expected of him as fit ** the mfety port of hi* job b concerned. To "maintain mthfactioo* b to have the employee realise that a real need or want has been fulfilled. If this is done effectively, futare selling jobs on safety will be easier. Members of tbe group are givei an oppor tunity to prepare and present five-minute safety talks based on tbe seven basic steps in riling, The third of tbe three K*s is enforcemerit. Enforcement at related to safety is the control of groups of people working to gether under conditions essential to safe and efficient production. It is brought out that the purpose of tbe enforcement principle it "to nninuli. orderly performahee of employees and elimi nate all aeddents.* Enforcement is thought of as the control of groups of people so that they will follow safe practices. Control of groups of people b mainly dependent on fol low-up assistance used after the educational principle has been put into effect. Unit VI Relationship with the safety department constitutes the sixth unit in the program. To help each member of supervision gat" a better understanding of the function of the 42 35th National Saftty Congress, 194? safety department as a service otpniation is the objective of this sixth unit. Paring this session the general duties of the safety department in the particular divi sion where the program is being presented are thoroughly covered.. These general duties usually arm i. pro mote safety, a. cooperate with medical de partment, g. investigate all acddenn. 4. supervise the general safety eduatioo pro gram for new and old employees, 5. daily plant safety inspections, ft. See that written safety procedures and instractioee are provided for each job riavtfVarion, 7. sug gest changes in proem U farnnh are in volved, ft. Specify or suggest types of safety equipment necessary for ibe job, and 9. as sist of supervision in developing a safety program for their own departments. The safety department promotes mfety by: 1. Contacting members of sapervison, a. Stimulating interot in safety education. 3, Safe guarding againK accidents, and 4 Pro motes good housekeeping. The safety department cooperates with the medical department so that "danger spots'* in the plant may be studied and efforts made toward aeddent prevention and control of organizational disease. The safety department investigate* accident or near accident to: 1. determine the cause, s. Make reooauncndatknw for fu ture prevention of accidents on this and simi lar operations, and 3, Maintain tetrads for statistical purposes. The safety department daily safety inspections for the purpose of <Vtacting pma- i<l safety w*nj mm,i pn/it-w e,--1. harards rui mmfr practices arc immcdiaicfy reported to the member of supervision in charge of the department in which the or unsafe work exbcs. The safety department sea that written safety procedures and ioaxuaious are pro vided for each organization. Local plant practice governs -to a great exteat what is set in connection with this function. This is usually carried out in coop eration with members of supervision who assist in writing the safety nils for the operations under bis supervision. The safety department suggests changes in procedures or processes if hazards are in- volvcd. It b not enough to be able to tdl that a job or method of operation b danger ous. The safety director, or a of his department, should be able to point out what b causing the hazard and make recomfloenduioos to cither eliminate the hazard or protect the employee against it. The safety deportment spedfies or suggests types of personal protective safety equipment neenmry for the job. Usually a acmhg of soperritieo b consulted by the safety depart ment before ad suggestions are The safety department recommends the type of equipment to be worn or used, and where it b to be wars or sued. It b tiros up to the member of jupervhlow to see that ix b used. The safety department k a service depart ment as we lave seen during the coverage of its hiotHoos. It is a department lor carrying out a inaction to help the amulwi* of supervision in the safely pan of their job. Unit VU The last unit in our safety program might be the kmwii side of mfety. Here the objective k us formalize the key point* of the program, placing emphatis on the hmnan relations side of accident prevention nut Im--tyh puimwmu* In tfab iftou the entire program fe re viewed and Mr. Wibon's six Minimum Standards ar - summarized. A strong emphatis b placed on the part that membra of superTitian phy in the plant's safety program. . The approach toed hi the station b to icteQ the main points uiveml in the first tix win This stcey is told la the way a npebimdCBt aright explain a safety part ef his jsh so a new imiuher of superskion. The foal thought left with the group b thee **mh giwnfiag oar employees is the most inpenat tsh before us at aU dales.** This Is a Hasemcnc made by Comal ""**> at the time be was Excoitlve Vka Pretidexst of Cwml Mown. This bit of philosophy aloof with C. X~ Wlboa's She Mlafeuum Scandanb has poicticaSy burnas the pfaifosepfay nodestying Genczal Mocoo Safety policies. This Is a story of the tRuat of the pn- gxam which was written by the membra of the development tram foffcnriag the specifics tfooe set by the membra of design on- ' Mr. Mould wiO tel] yon nf bow tha mfety vfofog program is ased to Improve safety I iituMiufi through Miii|naii fwjftay Yon ri& naO that 'during 194S Cental I Automotive and Machine Shof> Section 43 Motor* set up definite management plans for revitalizing and re-emphasizing the safety program in the Corporation. There platu were based on the Minimum Standards for Safe Plant Operations. You have beard an explanation of the approach used to develop a safety program, and also an explanation of the safety program itself, which was used to support, by training, the total management plan, Mr. Mould: Starting in November of 1946 and up to the present time in 1947, the pro gram has been presented in 17 Divisions of the Corporation. Approximately 7,800 mem- ben of supervision have foul the advantage of attending these sessions. This means that approximately sioaoo employees of General Motors Corporation have been affected by this training program. The program was conducted in conference type sessions so that each' member of the group could benefit from the experiences of the others. Some of the divisions where the program was presented have << definite improve ments in ttu4r in relation to the other divisions of the corporation. Although most of the divisions did not make octremely large gains, nevertheless, in mast Instances, those divisions where training was conducted did show some improvement. We onnot, of course, be sure of the bill extent to which Management Training helped us improve our safety performance in Gen eral Motors. However, we do know that car rying out Management's plans, of which the Management Training Program, "Safety in General Motors'* was a part, helped us to improve our safety record. At the end of the first six months of 1947 we had reduced our frequency to 4J0& ind our sevoity to 411. This, as you see. shows that at the end of the first six months we were very close to the 3.7a frequency of 1939. However, even though our number of accidents is still slightly more than >939. you can see that our severity of 411 U for below the severity of <939, which was A41. This a an all time record low tor the total corporation. In order to further reduce our frequency and severity standings we know that we most constantly stay on top of the Safety treiniog job. We recognize that we will always be laced with new situation* involving new products, new employcm. new machine! and equipment, newly appointed members of supcrvutoD, and new proceases. We know that we will never teach the place where we can my, "Our mfety training job b completed." Safety eduatioo must move forward with manufacturing. We, In General Motors, are convinced that management training docs play a vital part in improving our mfety performance. 4SOO--2-W--N 35TH NATIONAL SAFETY CONGRESS VOLUME VI CEMENT AND MARRY SECTION NATIONAL SAFETY COUNCIL, INC. 20 NO. WACKER DRIVE t CHICA60 6, ILL. Foreword rJ1HE Transactions of the 35th National Safety Congress stud Exposition of the National Safety Council are pub lished in 29 volumes. Volume I includes the Annual Meeting, Banquet, Women's Activities, Index to all volumes and List of Exhibitors. Volume If contains the ASSE .Session and the Industrial Subject Sessions. Volume XXIX contains the Early Morning Sessions, "Psychology You Can Use." Each of the other volumes is devoted to the sessions of a single section or division of the Council. The transactions are a record of the proceedings of the Congress, condensed and edited for reference purposes. The complete original manuscripts, many of which contain charts and illustrations which could not be reproduced here, are available in the hies of the National Safety Council. The National Safety Council seeks to eliminate from dis cussion matters not pertinent to the aims of the Council, However, it cannot accept responsibility for the views ex pressed. at the Congress or in this record. . It is expected that the new format of these Transactions will permit wider and more effective use of the material re lating to various fields of afety. At the same time, the whole set provides a complete and indexed reference work on all phases of accident prevention. THE NATIONAL SAFETY COUNCIL 20 North Wocbr Drive CWcayiE ntnmai* v.sa. 3 35th National Safety Congress Transactions n VoL Asnoal Ihaliig. Baxaqnei. Woman's AcftvSn. to aD Volants* and BtlinJtow..................................... 1 American Socfety oi Safety Fngtinsni and Sabfect 3wrirni, 2 Aircraft Manufacturing Ssctton.................................. ........ .. 3 Air Tranaport Saction...... ..................... .....................................4' Aotomottrs andl Mdchhn. Shop Ssctton.................... 3 Cement and Quarry Ssctton...................................................... 8 ssctton ......................................................................... 7 Coal Wiring Ssctton................................... ....................... 8 Commercial Vshlcls Ssctton........................................ Copalructton Ssctton .......................... Food Ssctton .......................... Industrial H`H"9 Ssctton................................. 9 10 11 12 Marine Ssctton ............. 13 Meat Parking. Tanning and Lsaihsr Industrie* Ssctton.......... 14 Metals Ssctton .... r,................. ........................................... 13 Mining Ssctton.............................. 18 Pops and Palp Section...................................... .17 Petroleum Ssctton..................................... 18 Powsr Pram Ssctton..................................... 19 Pabtte UtiUtfes Soctton..................................................... J BaUroad Ssctton.................. ......21 Babbsr Ssctton................................................................ *22 Textile Ssctton............................................................*.............- *23 Traffic Ssctton Wood Products Ssctton................. 24 25 Fans Safety.................................. 38 Homs Safety.................................. ..........- -..............27 Sc&ool and CoQsgs Ssssioos................ .............................. ..28 Psycbdogy Yoa Can Us* (Early Morning ffssrioni).............. 29 PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES TO HS4BE2S VOLUME <ryr , z to 9 copies zo to 99 copies too to 999 copies 2000or more Less tbaui so <a. $ .15 ea. $ .15 a. $ a$ a. *4 to 48 p*ga-- 49 to 96 pagm~ over 96 pages- .55 40" **>'* .y> -45 -* -9> *45 " [ -3 -45 Complete see of Transactions (s$ volumes)--$500 NON-MEMBER prices are double member prices. Cement and Quarry Section Emcutira Committe* 1947-1948 General Chainam--F. J. BUFFINGTON, New York Trap Rock Corp.. Cokl Spring, N. Y, Fiee-Chairmme--J. R. BOYD, National Crushed Stone Aon., Inc, Washington, D, C. Secretary--ROMA M, TURPEN, National Lime Assn., Washington, D. C. .Yews Letter Cditor-DAN MORSE, Ideal Cement Co, Denver, Colo. Engineering Committer Chairman--L. D. COWLING. Louisville CenciU Corp., Speed, Ind. Membership Committee Chairman--HENRY TURNER, A. P. Green Fire Brick Co., Mexico, Mo. Program Committee Chairman--LEA P. WARNER. JR., Warner Co., Philadelphia, Pa. Statistics Committee Chairman--FORREST T. MOYER, U. S. Bureau of Mines, Washington, D. C. Final Aid Committee Chairman F. X- MACS, Alpha Portland Cement Co., Easton, Pa. Members at targe--V, P. AHEARN, National Sand tc Gravel ,4m., Washington, D. CL; F. R. DITTOE. The Kelley Island Lime c Transport Co, dev-daod, Ohio; A. J. R. CURTIS. Portland Cement Assn, Chicago. 111.; O. M. GRAVES, The General Crushed Stone Co, Easuin, hu JOHAN NOVtC, Penmylvama-Dixic Cement Corp, Naamb, Pa4 M. C. 51, POLLARD. National Gypsum Co, BuCalo. N. Y4 W. M. POWELL, Medusa Portland Cement Co, Cleveland, Ohio; GENERAL H. A. RENINGER, Lehigh Portland Cement Co, ADentown, Paj WALTER J. SCAHILL, Miaouri Portland Cement Co, St. Loui, M4 W. E. WING, Marblehead Lime Co, Chicago, IIU T. W. JONES. New Haven Trap Rock Co, New Havrrt, Conn, Staff Representative--G. C.'GRIEVE, National Safety Council. Chicago. III. ^VHyrcu, iyt/ WEDNESDAY AFTERNOON SESSION October 8, 1947 Injury Experience in the Cement and Quarry Industries in 1946 By FORREST T. MOYER Chief, Accident Analyzi* Division. Economic* and Statistics Branch, Bureau of Mines, U. S. Department of the Interior The 1946 safety record of the cement and quarry industries, as measured by injury- frequency rates, was changed onlv slightly from 1945. The rate of occurrence of fatal injuries was reduced in 1946 but this im provement was offset by a slightly less favorable frequency of nonfatal injuries. The combined rate of fatal and nonfatal injuries was 334* per million man hours in >946 com pared with s*J in 1945. The relatively un changed position of the injury rales in the uvo yean indicates in general that the safety programs of the cement and quarry producers recognized and coped with certain hazards that were of more than usual Importance in 1946. Other major branches of the mineral induriries--coal, metal, and nonmetal mining --were not as successful in accident preven tion, and the safety record of these segments in 1946 receded from more favorable positions in 1945. Despite the comparatively better results, it should be pointed out drat the cement and quarry producers merely held the same position in safety in 194ft as in 194$. The year-to-year improvement in accident prevention during the war years, when injury frequency was reduced from 35.73 in 194a to 31.8* in 1945, was stopped in 14446, The difficulties of wartime operations with the attendant hazards apparently were ended in the latter part of 1945 and were of little or no consequence in 194ft. The supply ol labor was ample, as gaged by the sharply increased number of men working in the cement and quarry industries. Owing to the revival in construction after war restrictions n-enr removed, demand for all quarry pred icts was at high levels, and many operations vere worked at or near capacity. The plants rvere active more days, and man-hours of ,vork increased sharply in 194B. However, nnployee fatigue was not the problem it ivas during the war yean because of the arger working force. Employment gained 36 per cent over >945 to a total of 73.500 men working Jb Uk quarry industries during 1946. Another bugaboo of safe operations during the war--oteolctc or worn-out machinery and equipment--had leas and leas effect on safety through 1946 as replacements were obtained. Although the man-bout* of exposure in creased aft per cent In 194ft, the total of 50 fataliciaifov the year was three las than in <945- The fata] injuries occurred at a rale of 0.31 per tnflltop man-boon compared with 0.4; in 1945. FataBcia inside the quarry rep resented 5S per cans of the total or slightly las than th* awsage proportion noted dur ing the pass 5 yean. The tool of 5J3 wnnfatal injuries ip the cement and quarry iadaacrira was 1x54 more than in 1945. As this foraass, was io greater proportion than Iks gain in. naan-bout* of wolit, these nonfatal injuries ocoimSd at a frequency of 33.11 in 194ft--a 1* favorable rate than in 1945. Slightly more than half of these injuria were oa operations inside the quarry, or approximately the same propor tion as in the past five yean. Comparison of the frequency nies of nonfatal injuries Cor the last two yean indicates that acridentprevemion work was more effective at out side works than inside the quarry. Study of the available causes and other data on injuries in the quarry industries in 1946 reveals that a principal factor in the brink or interruption ol the generally im proving trend in aoadent prevention was incomplete training of employees in safe job methods or work procedure*. As has been pointed out, employment in the cement sod quarry industries increased 16 per can in 1946. In addition to the new and completely inexperienced men coining into the indus tries, this sharp expansion in labor fora created a second group of employees who also needed instruction in safe work practices. Cement *md Qmmry Section 7 Thfrfa***rj|reup comprised the apoiacri re at which they are injured. The new mid rrlssinli mmtsmitimT unik er << cupauosw, * so (he cement industry covered both auri reB operations and included ~ ' s affrrring experienced men who The records faffmi that the r-H in af wo new wok within the plant training area in new jobs was m given re writ re new employees. It may be assumed proper attroeiew beroror a high pmaaft tht this dtarrr.su- in coverage of injuries of the Injuries in 194ft v*ff*--**-1 to area kk re reli study irpRsnui approximately the 6 or lea months experience on the jsk This pwyosus of ujuiu which happened to ex- apparent aeglea tmM rook from the con* stam pressure through 194ft to obtain pro * the cement mdreuics study 48 per arm duction and it is cosneitable that > train of the ujwiw occurred to the two groups ing of men would receive a minimum of of raphjw* needing job training, whereas attention. Aha the rapooribility for training in the National Safety Competition study 31 falls into that nrflifhi aoue between the per croc happened to new employee*. safety engines and the operating manager. Although saftdcntlf detailed data are not available it would seem logical to assume that the opakuod employee into new work would receive 1cm attention and training than the completely inexperienced man enuring the industries. Somewhat similar results were obtained from au analysis of *,547 detailed descriptions of injuria in tft scattered cool mines. Of these. 58ft injur-.-* or *3 per cent of the total occurred to'employes with 6 months or las experience in the occupation at which they wow injured. Coverage of this study with An analysis of 4x3 derailed descriptions of regard so the two groups-of employes need injuries received from quarries and nonmcsal ing inscreasoa was the same as in the ament underground mins competing in the Bureau industry analysis. The higher proportion of of Mines' National Safety Competition for injuria (4t per cent) to inexperienced work 1946 reveals that tag injuries or 31 per ers in the cement industry compared with of the total happened to men with 6 months the corresponding 13 per cent in coal mining or less experience in these operations. It is say be unrelated with the difference in ex noteworthy that sg per cent of the 7 fatalities pansion of the labor fora ia 194ft. I ament, and 31 per con of tbe^ift nonfatal injuries the number of workers increased 14 per cent or approximately the same ratio occurred to whereas the gain was only 5 per cent in men with km than 5 months experience In these operations. These percentage* apply only to newly employed men entering tbc reporting plants. The data were not avail able in suSclent detail to determine the cor responding ratio that would apply to injuries affecting experienced men shifted into new occupation* within the piano. This study included only injuries in the quarry or mine, the associated surfacr work, and the crusher. Injuries in cement milb and lime calcining plants are not reported in the Bureau's Na tional Safety Competition, It is apparent from the foregoing studies that training of employees in safe workpractices was a problem of utmost importance in quarry safety in 1946. As employment gained simply throughout the quarry indus tries. it seems reasonable to assume that tbc problem was present in each one. Injury ex perience in the industries, as measured by the aeddent rata, varied widely, some improv ing and others receding from the >945 safety record*. From this, it may be assumed fur ther that the problem of job training was The number of injuries included in the sample admittedly small, but the results are confirmed by similar studies of data available on the cement and birumioousl industries. Ctasrificatfon of 10 fetal and 45ft noofecsl injury descriptions in cemcni quarries and mills, published in the Accident Round Table by the Portland Cement Auodatioo. shows that 7 of the fatalities and S17 of the nonfatal Injuries occurred to men with ft months er lem experience in the ce met with varying degrees of success in the different industries. In the cement industry tbc rate of fetal and nonfatal injuria advanced nearly one point to 13.47 injuria per million man-hours of work in 1946. The imperative need for job training was recognized. in this industry during the year and efforts were made to reduce the high proportion of injuria to inexperienced employees. Accident preven tion in limestone quarrying and mining {ex- I s ' 35th National Safety Congress, 1947 eluding lime plants and associated quarries) suffered a severe setback, and the injury Etta rose approximately 7 points over 1945 to 47.17 In 194&. This me was higher than the aver age for the past j years and was nearly at the 194a me. The injury record in slat* quarrying also receded in 1946. and the rate gained nearly 5 points to 54.81 injuries per million man-boun of work. The remaining quarry industries--Unse. marble, sandstone, granite, and tnpradi- showed varying degrees of improvement In their 1948 safety records. At lime plants, in cluding the usodated quarry work, the im provement was slight, and the 1946 rate of 4L9I injuries per million man-hours was only half a point better than in 1945. Injury ex perience at tiaprodt operations was more favorable than in 1945 and the 1948 fre quency was Imuul one point to 46.15. At granite quarries the betterment in accident prevention vn lour points to a rate of 4sAS injuries pa xnQlkm man-boun of work in 1946. The marble and sandstone industries had tbc greatest improvement in safety ol any of the quarry iodiwtria and In >946 rates of jajo in marble aod 4740 in sand stone operations were respectively 15 and to points better than in 1945. Accident Prevention Through Plonnod Effort By J. E. FARR' District Supervisor, Engfnssring Dspartmsnt Ths Employers* Group After a building is built and fitted out the people put their implicit faith in the cement and nones and tiles that compose its Struc ture. We all put our faith in the highways and the bridges and the dams that have be come so Important in our lives. It seems that in an industry upon which the Uvea and health and investmaiu of so many depend, safety would be so much an integral part that there would be no sudb thing as an aeddent. A re view of the records win show that this Is not' exactly the case,although you will see that the aeddent frequency for your industry Is low,as compared with other industries. However, your severity rate is high, and further study will dfadoae that many of the serious acci dents you have are of a nonrecurrent nature. If you were to pick up a typical list of accidents in your industry, you might find that in the first case a man fdl into a quarry, and In the second case part of a quarry fell in on a group of men, and In the third owe a man got a foreign body In bis eye, aod so on down through the list. At first glance these cases may took as if they do not belong in any particular cur sory. They are not all "slips." They are not all "struck by." they are not aU "caught be tween,'* they are not "traffic accidents," they are not "bums." Our big trouble is that we are not analyysr- ing three accidents for the main thing we want. That dsreiBmtfons mentioned have their place in our work, but fundamentally we prevent accidents by eliminating their causes and. therefore, what we really want to know aboot tbcae accidents-is tbefr causes The cause of the fine aeddent was not that the man "slipped" aod fdl Into tbc quarry as it was stated on tbc aeddent tepeet. More 'nearly tbc cause was the man's unsafe act that made it possible for him to slip and fall Into tbc quarry. If wC could find the cause for bis act, wc would bare tbc real ause of the aeddent. When be climbed down without a life Uoe on the steep ledge to retrieve an air drill bit. it is possible that he wanted to save a trip buck to tbc tool room, or maybe be 'was afraid be would be howled ecu lor dropping tbc drill, or maybe it was bis na ture to take chanoes, or wmyhe be was trying to show off. It is obvious that safe pnetkr was uoe a part of bis untmra. The tne cause of this aecMwt bbunmfeacL. Yu the seamd ease the cause el theaeddm was aw* dm* a tape lodge of rock fcfl from the quarry face. The feffiug of the rock mas wLtwii The tones of the uddw was whatever permitted the rode to fall at an unotpeefed ururnr Maybe it was due to a poor scaling job. or maybe the umbutihsi Cement and Quarry Section was not stripped back far enough and some loose rocks fell over the edge, or maybe, due to blasting operations, a crack developed In the stone and because of ineffective inspec tion service It was not found. It could have been prevented by some precaution. Now let ns look into the eye case. Whv did it faappoi? We find that it wu a little piece of scoot, aad that it flew into Iris TMvc bom a sledge-hammering operation while he was pawing by fat hb Irude. The fact Is that this man was doc safety conscious. He didn't notice that the men using the sledges were waring goggles. He never thought of getting hit in the eye by a chip of stone. He had Iris truck window open,- and he was looking straight at those men bating on the rock kdge. In fact be was aitneue asking for this injury at well as asking for a driving acrideit, but be was so unconscious of safe practice that none of this ever entered Iris mind. His foreman bad bdd a safety meet ing and bad told all of tbc men to be care ful. but maybe this poor individual was short on isufiaatlm and had never seen j-n--vg** illustrations to amble him to know what to expect, or maybe he knew that a person amid get hit in tbc eye by a rode but never noticed the possibility of it happening to him at this tame, or maybe be never beard of safety at all. Anyway be was not uuhr safety conscious and be committed an unsafe act that fed to a serious eye injury. Now that we bare diseased a few accidents kt us consider for a moment what an acci dent really is. The dictionary says that it b "an nan that taka place without one's fore sight or expectation, especially one of an amidire or unfortunate character." In our work anything should be considered an acodent If It Is an unforeseen occurrence that interferes with the orderly progress of our activity. Some accidents involve Injury, but many of them do not. In any case if our wutk is going to be prevention of accidents we ant afford to dood the issue by getting off a tangent concerning the degree of fajny, and sac thing we absolutely must not tin is m gee these two words confused. We nut call an aeddent an aeddent, and an mjmy au injury. If aaumnue on our job breaks hb back or b Hid imnlghi. wc are likely 10 be swept awsy In the tide of investigation that follows, and cuuume will he talking about the ter rible asridsnt that has happened. The fra fa that the aeddent itself nay be just like a hundred otben that have happened in which no ooe was seriously injured. Accidents can be classified by types, such as. "fells." "struck by," "caught between," etc The word serious doa not apply. Only injuria an he tanked into degrees of seriousness. If we analyze the cases of workers being burned around cement kilns, wc discover that the following happened. There will be a number of cases where the men were clean ing the back bousing and a rush of hot dust poured out 00 their feet or a puff of bot dim blew out In their feces. There will be cases where the kiln backfired and taught Htncone near a dan out opening in the cooler bousing under the kiln. There will even be asa where someone took hold of tbc bot end of a punch bar. When jre com plete our analysis we should hare the causo, and that b the first fundamental of aeddent prevention work. This mans that the reports should iodude the information we need. Suiting from here, with very little in genuity we on classify these causa into two general dram, namely, unsafe condition*, and unsafe acts. Some will fell definitely in one of these dames. some in the other, and some will fell In a combination of the two. When we find out what kind of injuries we are baring and what kind of accidents are prododng them, and what fa causing these acridovts, we are in position to take correalve action. If we lave the support of top management, unsafe conditions an be controlled. Unsafe acts present a, more difficult prob lem but they too on be amtrolled by super- If you analysed all of the accidents that occur, you would find that unsafe conditions had nothing to do with more than about v< of them. Perhaps of this ^ would be due to unsafe conditions resulting from bookone's unsafe acts, so that actually only about yi would be due purely to unsafe conditions. The remaining would he due entirely to unsafe acts of persons. It fa obvious then that about % of our problem fa the control of unsafe acta and, therefore, I shall devote the rot of my time to that subject. I might my in passing that the control of human behavior being the problem it it, we need every ambiance we can get. Above all we need visible proof that out management 10 J5th National Safety Congress, is interested in'safely and the best proof of their fight against warns due to accidents. this is prompt action on alt recommend*' The Training Dirham of the Engineering lions concerning unsafe condition. The at Department of the ri w|iiiili 1 I represent U titude of top management exerts a strong presently offering a serialised foremen train influence all through an organisation. ing service to its insureds and it is meeting Assuming that re haw foil support of top management, we still haw this difficult joh of controlling human behavior and that is with genuine enthmfosas and approval. Training is perhaps our tm important cor. rective aaion against accidents. where the foremen and supervisors come in. The second type of hull applies At no time daring his connection with a to (hose stubborn and disobedient workmen company does a worker so willingly place who just don't want to do what they are himsdf under the influence and guidance of supposed to do even though the instruction* his foreman as he docs during the first few are dor and property given. It may even days on his new job. That is the time to extend to indude persons who arc reckless teach him the proper and safe method of or indioed to engage in boneptay. These doing his work. That is the time to teach common faults come within the category of him to respect the rata and regulations of improper attitude, and corrective action re the company. That is the time to notice if quired far improper attitudes is disciplinary he is,afflicted with some physical, mental or rather than educational Yon can't correct a emotional deficiency. It helps for the fore man who is continually fooling and engaging man to look out for his new employee1* wel in horseplay by teaching him over and over fare and let it he generally known that he again that such things have no place in his expects the older employees to help the new work. Sooner or later you will have to ns. man and not "horse around** and play prac ploy the same aghodi rased to enforce any tical jokes on him. It helps more than any other rules that arc broken by certain indi thing if he can make the new employee fed viduals. Reasoning and appeal and setting good examples may eventually have to give To amplify what we have just said it might be well to notice that human faults that cause people to commit unsafe acts may be grouped under the following three major . headings* t. lack of knowledge or skill. a. Failure to follow instructions or rules. 3. Physical, mental or emotional deficiency.. way to some form of discipline. Warnings, lay offs, tnafm, demotions and even dis charge are fetus of penalty often twd bat of coane a good foreman win exhaust every resource of hit personality **- he resorts to penalties. The third type of pciwml fault has to do with those unfortunate individuals who are apt to commit unsafe acts beesuse of their The first fault implies ignorance. It docs not physiol mental or nacdonal characteristics. mean however that the person has km than normal intelligence. U merely means that he It includes men who walk into danger be muse their bearing is so poor they cannot is ignorant of the proper method of per* hear rounds of wanting, or *w**w* their eye forming the particular job. This personal sight n so poor they cannot see chat equip fault is very common among grecnand semi ment is moving. It also includes people skilled employees, and u often* prevalent afflicted with some emotional disturbance or when a man experienced on one job, is nervous nail that may came them to jump changed to another. U may also extend to or tall or throw something under certain the normally skilled mechanic who has al- coodittans common to the job. Corrective t)i performed his fob in an uosafe man action for the control of these pessonat faults ner. Corrective action tor this persona! fault is principally a matter of placement and any lies in the field of instruction. It is accepted foreman I can think of would take pride in that one of the primary duties of an im being the first to notice a condition like this, mediate supervisor is to teach his men and take steps to arrange for props place- how to do their jobs properly and safely to meat. In some plants physical examinations prevent injury and damage. The need for are and placement is handled by the training has become recognised so widely that personnel department, but in plants where job training programs have been adopted as the fornacn have this responsibility they cer standard procedure by many companies in tainly should have the authority to go with 11 it. This problem is usually oac of the simpler ones. Now in considering corrective metioo for these three general classes of human faults you probably noticed that one important feature was common to ail three. That . that the job invariably falls to tbe foreman. I wouldn't want to say that accident preven tion is solely the rapomibility of tbe foranan but it is obvious that his place in this work ts very important and you will never go wrong if you center your safety activities around hist. In the fim place be should be carefully chosen. In tbe second place be should be thoroughly trained, and finally be should be backed up too per cent by top management so that he can take any of*these corrective actions that ms are talking about. Ho has to have time to instruct, and be must have authority to eliminate dare-devik and comedians, and cooperation in placing tbe physically and moottonally handicapped. These of you who arc classified as safety specialists can bdp your foremen by showing than bow accident prevention is an integral part of production and that accidents are caused and that the auto are either unsafe ^ conditions or uraafe acts. You should help them find these causes through analysis of the aeridents that are reported, and by point ing out to them that their corrective tools are instruction, control measures, reassignmat and leadership. You can relieve them of a foe of tedious statistical work and tell the-- of the many zeddents that happen, so they win know what to expect. Supply than' with literature and posters and above all get them to differentiate between an acci dent and an injury, and between the cause of an aeddent and the aeddent itself. ft is ueuiless to say that every foreman in industry has enough pride in his job to do an that be an to prevent any of his men . from being injured or bis equipment from being broken or his products from being ruined. These are some of tbe most effective ways he on go at it, and if your foremen are not hat; take this message home to them, and in any gw team up with them to find tbe . unsafe conditions and find the unsafe acts and apply the proper corrective action- Understanding and Influencing Human Behavior (Exempts from Talk) By CLYDE H. POWELL Peroonnel Manager, EnrtyH.7ohnon Corporation We make safety rales what we cannot do anything about a certain situation. However, in otabUshiog safety rules, we must tell work ers not only that we have rules, but why. Sometimes safety rales arc just so many words. Employees think we are just bring fumy. Why not tell workers why we have rales? Thoughts control behavior by controlling ideas. Some people have the idea that acci dents just have to happen. This b a nega tive Ida which must be corrected. Another negative idea is that accidents have to come in tires--that if one aeddent happens, two more must follow. If enough people believe such a thing it can become a mental hazard. You cannot talk people out of superstitions or ideas but you can do something about it. Next time you have an accident, concu tbe hazardous condition that aused the aeddent and then Id people know you have done something about it. Control behavior and control the idea. People's desire to remain faithful to their own idea is very important. Sometimes you are put in a position of getting someone to do something that you cannot order him to do. If you make your opening remarks so that his reply will be "yes" he will continue to do "yes'* because be doesn't want to reverse himself. You may all this salesmanship if you want to--but doesn't nitty have to be sold? Again in con nection with people's desire to remain con sistent--workmen sometimes think safety pre cautions are "susy" but you must point out the inconsistency in behavior in taking chances, people won't think any more of you as a safety man than they do normally; if you go around in an apologetic way, you on export to be kicked. A safety man's work is that of saving money, for safety work k a special cost that goes into production. Your company is in 12 35th XetumaJ S*feiy Camgrt**, W" business to wlc mtmtrj Acrideaas w m spcdal com. The foreman who dm m tone time for safety a jus bea| fimncisly Aat< sighted. Some companies don't thaigc tad. accidents to the departments wtoc they lNppen, but the company pays it srfarehcr the de partment does or not. You an ropoarifalc for cutting down expenses and foe the safety of people in your shop."Do you base utlm< an a* cm doars mm stedna, or do you go jamai an a wAfoyvaffin war without any teal Amlitaj add se^flarihOity go hand in hand. Yaa me* hne nq--Rath; itu you Imar amtarn 1e j? Omit dm i*--t*e it wisely. Ifata rove that yam pt mthreky. You on`i hold mm iflfSdMb if m dmrt give them THURSDAY AFTERNOON SESSION October 9. 1917 The New Fnpkyee*e Inhodariott to gaiety By D. A. GASFEB Sup'll Canorio CmI Co. Ud. Industry anaat expert the (duaikal system to turn out lattor-madc men foe is* itistry. Industry must help in shaping the >aiteni of its own requirements. The sear vorfcer whether a university graduate <w a* jmUilled laborer should not flop hit nf*n ion when he enter* industry. He h uod> rntering into another phase of hit ntaorioa. There are many industries which have a DLtrsc in instructions for new onploym. Are vc daignrng this coarse to enable the acrler o safely comfat the growing huank of inUulrv? What docs the capable geacral do in he time of war? He studies (be strategy, the lefenca, the weapons, the strength and the ^nmkhip of the enemy. H own ihfmcw. lis weapons and the training of his personcl are planned accordingly. The course of instruction* for new cm>loyees brings under the searchlight the -hole industrial household. What w the me f starting the new employee ujordly if wc on't practice what we preach io the red *f fie plant. Is the soil ready for the seed? Are e mechanically correct? Are the machines ell guarded? Hare we an efficient supervisory aff? Are they safety trained and safety itndcd? Does the whole pfautt exude the roper atmosphere and decorum netmmry >r the reception of the new man? The first quation concerning the new cmloyee must be decided at the employment Sen. Has he the necessary 'physical, and icntai equipment to do the job? Remember man entering tedrotry afore a period of un employment is In a scam of inledfoa and irwilwffiw. ttmfer wnti wwtti rsuihiium the fag bom on the job adds worry and daconMai so the aafowl mind, ffh monte is at the danger point. It is while groping fctbh for a fcaflhuM on the hetaons nag that the .irrirleni gum strikes its fast blow. Three h no ochre chne In the sorter'* period on a job when he needs help more. Three is no other time non favorable for the imptnin to win the goodwill, loyalty and confidence of the new icu.uk. Here is where the ffm blow should be struck agalae industrial ac cidents. Hoe Is where the foundation is laid for employer-employee irfariom. Let us ever be imprmed with the fan that the iodusuial plaat is something else be sides a omnaEacuring unit, it is also a school where indoflrial trades are taught and safav r* part of every trade. Here yoo should hare Cement and Quarry Section 13 a teaching sUl practical and capable. They are experts in their line; superintendents, personnel maaagos. assistant superintend ents, foremen, ntprerison and key-men. I am thinking of the story of the plant which used steam to drive the wheels of production. One day the big boQff refused to function. The, plant engineers foiled to find the remedy. An expert was called in. He gave three taps with a hammer and the great boiler started on its way. Later tbs expert seat in bis bill for lijMO. The manager objected to this Urge amount and asked for a detail account The expert replied with details: Three taps of the hammer |cm. For knowing where to lap. SuRxo. Our teachers and our super visors ,in industry must know where to tap. Here k where the foremen should be the fuaoioning part of management, hut to do this they aw bare the necessary authority and proper training. The soecasful executive finds a way to tap and otlliae the ingenuity and experience lying dormant in the ranks jk his weaken. He does not solve this prob lem by leaving his fisretm suspended help lessly and whippy between lop management and the workers. Their experience, tender jlfrip, hairy cooperation and prestige with the oocfccrs arc assets of the highest order. .. Wkhmfl them the chain of tesdenhip U Mm at the mess critical link. H has fares* flpaiafiy demonstrated that an efficient and vsiitfied aymissry flaf is ever reflected in a arril IujwI body of workers. Tbeir quaildm and abifitiw form the ementlal task of predncxkm rffiiicmy and industrial safety. The course of imtructiont in our -Hull Phot did noc gom-ish over night. U developed and grew ewr a period of t6 yens to suit our own industrial household. As aeddem frequency and severity was reduced and re ndu finally hlrmoancrt into is oo-aeddem yean and finally culminated in *paa days without an accident, our plant personnel felt that they had something worthwhile to cherub and Cofler. . h is our opinion that when top manage ment supports safety, financially and every other nrncelvable way. the rest of the job must be done within the walk of the plant. This support k the gq ahead signal for plant management. We at the Hull Plant are fol iowing that lewd. Every new employee who nun our gate as introduced to the industry and to our plant policies by the superintend ent in charge of production. Here k the syl labus of instructions that has been in opera tion these many years: Time m Day Subject Instructor What the company is doing for the employee. Employee, and Employ er relations. The em ployee's duty to the employer. The ground Superin- work of industrial safety, tendent- and Day Introduction of the new man to bis new environ ment. Instructions in the actual operations in the various departments. Assistant Superin- tendenK grd Day How to prevent occupa tional injury? What first Inspector aid h and where to g it. Safety 4th Day Getting acquainted with Millwright the machine. Foreman jih Day Care of the machine. Master Care of the workman. Mechanic Gth Day An things electrical. Electrical How to use them. Foreman This first lecture is coodurted in the office of the Superintendent. The men are put at tbeic ease, and in an informal manner they torn the methods and policies of their new employer: What the company is doing for the employee, such as sick benefits,. stock plan, pension system, holidays, etc, aa well as all the comforts and privileges without the dollar sign attached. Also ibe employer's duty t* the employee, and the employee's loyalties and duties to his employe-. \Vc em phasise the following; t. Cot of accidents and their effects on the worker both economical and humane, a. How efficient labour and low prodtuxion cofls ante the worker and his family, j. The promotion of a sense of responsibil ity among the employees for the success of the business. Here is the summary of the mfety menage as.lt it given to this class: "Although wc have supervisors and mfety inspectors to look after the man and the machine, each worker who enters our plant has a factory of his own to 14 '35th National Safety Congress, 1947 operate. To him that factory, should be the most important machine in the world--hi* own human body,-and ever since the human family came upon eanh he has been neg* taxing the job. It is our duty to see that that job is not neglected. To see that the brain which operates that body is made a capable maoager and safety engineer." "What is this thing called industrial afety? It is not merely a mechanical venture sur rounded by guards, rates and don't*. Most of the business is the embodiment of human engineering in aU its forms to acquire the necessary cooperative effort, to stimulate training and correct thinking and reduce accidents, by the mental process, in all forms of human activities. The worker in industry, the farmer in the field, the miner in the pit, the motorist on the highway, the policeman on his beat, the teacher in the school, the housewife in the kitchen--aU must in a sense of the word be safety engineers, because they are the custodian* of the most important machines in the world--human bodies. Our first requisite is to train the bead to protect the body." "Self preservation is the first law of nature. Cod gave to man five senses to enable him to enforce that divine law. With nature's love of system which is exemplified in the plan and system of the universe, it punishes by injury or death all those who violate that taw. It is not natural to expect that airy human from the kindergarten onward should be taught to respect this important precept. If workers appear at our gate after passing through the greatest institutions in the coun try, the home and the school, without being made conscious of this law, then industry must accept extra responsibilities for reasons that are both humane and economic," "Let each employee bom the plant man ager to the hiTMbiew worker be impressed with the fact that approximately one third of his life is spent on the job. U's his Indus' trial household. Surely that sanctuary where we find our way of life, happiness for our selves and our family should have the in terest of everyone. If it is to be our industrial home, let it be a happy one. safe, sanitary and dean. It should be a reflection of each worker. It is a reflecxkm of the splendid pro duct we produce- H should reflect leadership and quality. Safety is today calling lor that leadership in every branch of human acthity." This then is the message given at the Su perintendent's Office, We find the new work er to be in a very cooperative and receptive mood when he leaves that room. He has been prepared for tbc courses that lie ahead. During the rest of the week he attends one lecture a day from fire ocher supervisors on subjects as already mentioned on our syl labus. But all this merely constitutes his basic training. When be h called into the mill to run any kind of a madtfoe be mum take the job training until be knows the dutio well enough to instruct another worker. He im mediately becomes a member of the mfety committee and is given responsibilities on the care of htmsrtf and fellow workers. He bas to attend a series of the weekly mien meetings which indndc both supesiisut* and workers. Hf moat be prepared to be called at any time to pass an etamhmtiow on tuv knowledge of the job. This phase of our safety program applies to all workers in the mill. They are measured by their knowledge and ability. They get the opportunity at three quiz to offer mm menu and make suggestion*. We have on our fifes seme valuable information received from ordinary workers. This system derates the statin of the worker and make* him fed that be h pert of the job. It esamrages thought and study as all want to make a good mark in their examination. The humanitarian and economic value of all this training is apparent inning out per sonnel. Our efforts lave brought commenda tion* from the community and an improve ment in labour rdarion*. It is wan* ilmrr dangerous to lay too mud* strew on accom plishments. there is too mods work yet to be done. But employees are encouraged by rec ognition. These new found abilities, loyalties, and the eagerness to play on our industrial team have given to our management a very high regard, and an everlasting respect for our industrial workers. Such development is bring ing to industry a new found wealth, Baderstanding, and team work. It is derating the worker to his proper place on the hadretrial stage- It Is enabling him to play a major idle beside the material and the machine. Md-1247-N wtitonb 35TH NATIONAL SAFETY C0N6RESS s~~ VOLUME VII " CHEMICAL SECTION NATIONAL SAFETT COUNCIL, INC. 20 NO. WACKER DRIVE CHICAGO 6, ILL. Foreword r 1\HE Transactions of the 35th National Safety Congress and Exposition of the National Safety Council are pub lished in 29 volumes. Volume I includes the Annual Meeting, Banquet,' Women's Activities, Index to all volumes and List of Exhibitors. Volume II contains the ASSE Session and the Industrial Subject Sessions. Volume XXIX contains the Early Morning Sessions, "Psychology You Can Use." Each of die other volumes is devoted to the sessions of a single section or division of the Council. The transactions are a record of the proceedings of the Congress, condensed and edited for reference purposes. The complete original manuscripts, many of which contain charts and Slastrations which could not be reproduced here, are available in the files of die National Safety CoaadL TbeNational Safety Council seeks to eliminate from dis cussion matters not pertinent to the aims of the Council, However, it cannot accept responsibility for the views ex* pressed at the Congress or in *ht record. It is expected that the new format of these Transactions will permit wider and more effective use of the material re lating to various fields of safety. At die same time, the whole set provides a complete and indexed reference work on all phases of accident prevention THE NATIONAL SAFETY COUNCIL 20 Ifotfh Wockar Mrs CMcogoMPt nurezats 3 35th National Safety Congress Transactions AW VoL Annual Maettng. Baaqoat Woman's AdvUac. hdac lo oil Vohna-- end EKhthftnra........................................ 1 Amadcon Socktj ol Nataly Eiigfuaw and Snbfnct S--Man*. 2 Atoaft pfcwmirw-fw ng Section....................................................... 3 Air Transport Snefion................... ................................ 4 AtUocnottrs and Machino Shop SocBon................. ......................5 CamantandQaazrrSoctfon............................... Chtmted Section .................................................. 8 7 Cod Mbdng. Soction................ 8 Coaunorckd Vohlclo Soction...................... 9 Construction Soction.................................................................... ...19 Food Paction............................ ......11 Industrial Nursing Soction............... ..12 Marino Soction......................... 13 Moat Packing, Tanning and Loathor Indnotrioo Soction............14 Molds Soction ...................................... ............ --.......IS Mining Soction................................................................................. ..18 Papar and Palp Soction................................ 17 Pofroloam Soction ................................... ...........13 Powar Proas Seettoa............. ....................................... Public Utflffiao Soction .................................................... 19 .M HaQroad Section....................................... 21 Bobber Soction....................................... 22 Toxttfo Soction...........-.................... ....................................................23 Traffic Soction.................... .24 Wood Products Section,........... ......................................................25 Farm Safety........................................................................................... 26 Rama Safety.................................................................................. -27 School and College Seoriona........... ................. .28 Psychology You Can tloe (Early Morning Seesloua)................28 PRICES OF EXTRA COPIES OF XHDZVHXJAL VOCTOCBS VOLUME SIZE '_ _ ttooeopia* 10 to 99 topies joe to 999 copies Lem than 14 pagm--g aea. 3 .15 eau % .15 so. z4 to 48 pages- " *> ** *> " 49 to 96 page*-- over 96 page*-- -55 ** -5 ** -9> " -45 " *S <4S Complete set of Transactions (*9 volume*)--$500 nee or m $ -5 45 " NON-MEMBER prices axe double monbo prices. ! Chemical Section Executive Committee 1347-48 General Chairman--ALLEN 1- COBB* Eutaui Kodak Company. Rochester. New York rkt-Chairman m Charge of Prognm-S. M. MacCUTCHEON, Dow Chemical Co.. Midland UMitpe Seenrtmjr--JOHN J. HOFFMANN. Monsanto Co. St T-onfr. Minouri Ktm Utter Committee--JOHN R. 10LLMAN (Chairman). The Proctor k Gamble Co I--yriale. Ciwkwti. Ohio; K. I. KING. Lever Brothers Company. Cambridge. Masucfau % t NICHOLS. Reynolds Metals Co, Richmond. Virjrinia; L. W. VAN DOREN A%hi CM Spa Fraternity, Modesto* H* F- RUNHARD (Chairman), Union Carbide lc Carbon Con*, Yafe P. C. LAMB. Lever Brother* Co, Cambridge. Maas.; D. O. MASON. ** Cwei|iaijy, New York. New York; DR. K. G, lOlTZIt. Employers Mutu- ' < C. A. HEBERT, Ethyl Corporation. Baton Rouge, La. Cmd Committee--JL &. MACX1E (Chairman). General Electric Co.. Ohio; G. R. CUMMINGS, Hi Lilly It Co. Indianapolis. Indiana; W, - Powder Company. Wilmington, DeL; R. C. WHEELDON. Dratkett Cammiaoot^ j. W, GURNEY (Chairman). Liberty Mutual Insurance Co, Boston, IIWiMS GRXZNBURC, Executive Director, Dir. of Industrial Hygiene. New York **pe. at III a, New York. N. Y4 DR. KARL Z. MORGAN, dinton Laboratories, O* T--j DR. T. W. NALE* Union Carbide lc Carbon Corp. New York. N. Y.; ML 2 2 SCMREX2. U. S. Bureau of Mines, Pittsburgh. Pexxxwyivaaia Mndmhp CmstiMM C. L SXVRRNS (Chairman), Mooanto Chemical Company, Boston. Mmnt E. L BOOT. The Barret Mr. Allied Chrnriral lc Dye Corp. New York, N. Y. Ftfeand thmet Jid Cmmmittea-tnu W. F. O'CONNOR (Chairman), New York University, Nmr VaO. Jt Y: R_ H. ALB1SSER. Merck lc Co, Inc. Rahway, S. K. It, JOHNSTON, Nsaiaaal Bnmtk fteiil. Chalk River, Ontario; H. J. RAUL. General Aniline Works, I CnMcu Committee--hi. A. SNELL (Chairman), Hartford Acddat and Indemnity r. Hartford. Connecticut; E. L. ENGLE. Carbide k Carbon Chemical Gorp,, So. m. W. Va^ F. H. WALLNXR. Colgate PalmoUre Pert Co. Jersey City. N. J. Ibrnr; Committee *F. W. DENNIS. Hooker Ekarochemiol G*. Niagara Falls, New York; JAMES J. DUGGAN, Carbide and Carbon Chemical Gorp, South Charleston, West Virgnhn: *H. F. GILBERT, American Cyanamid Co, New York. N. Y.* *R. O. REEFER. Atearinom Company of Ameria. Pittsburgh, Pennsylvania; . L. MINER, E. 1. du Font de Nemonm k Company. Inc., Wlimingtoo, DeL; #JOHN S. SHAW. Hercutes Powder Company. Inc, WOmingtoo, Delaware; *LT. COL. R. C. STRATTON, The Travelers Insurance Companies* Hartford. Coon. Staff lUpreiantatwe--T. A. VAN ATTA, National Safely Council, Chicago, ITlioob Past General 5 35th National Safety Congress, 1947 MONDAY AFTERNOON SESSION Octobers, 1947 Piaiding: H. F. GILBERT, Safety Director, Amman Cyuumid Cooipapy. Opening Btmarb By H. F. GILBERT Safety Director, American Cyanamid Company? Chairman, Chemical Section Meeting* of this type have been held by the Chemical Section for thirty-three yean. S Shaw, Hercules Powder,. CoL Rcud Suailon of The Travelers and a great many That is a lone time- It is a particularly tong time tor a (roup I volunteers to give tin. stintingly of their time to prepare paper*, leave their offices and families and, in some casa, travel great dbtanecs to present their views on tome specific phase of this great problem of acadent prevention. Of course, some of you are thinking, look at the fun we have; a chance to gee away for a week; the banquet; the fun lest and the little private parties. But, gentlemen, if you look behind the scenes you will find small groups, scattered all over this country, holding committee meetings; planning the program, reviewing safety data sheets and instruction cards; assembling data for the News Letter, and carrying on any number of jobs alt. mind you, in addition to their regular work at the plant or office. To what may vre attribute this loyalty or devotion? \ believe to the leadership,.guid ance and inspiration of some of the truly groat men in the safety movement. I refer specifically to such an outstanding individual as the Honorable John Roach, Deputy Com* ntisrloner of Labor from the grace of N'cv others. As the remit o( this leadership and dy - namic force your Section fas been kfaouhl in the development of an industry which, if operated divorced from safety, would not only be most hazardous but conceivably might dwtroy itself. As it is, the chemical Industry today proudly rakes its place 'among the in dustrial groups having few accidents. According to Accident facts this Section has consistently maintained a frequency rate and severity race well below the average tor all industries. Nevertheless, we axe stiU hav ing aeddents--all too many accidents--and as long as this situation exists, we in tbe Chemical Section have a fob to do. These meetings are not tbe entire answer but tbe ideas picked up at these meetings coupled with tbe informal discussions at tbe Con* grew will go a long way toward accomplishing our objectives. I believe these meetings will speak for themselves concerning part of the work done by the executive committee this year. Tbe News Letter which we have reedrod cads month Is also a voluntary effort of the Jersey. That man bad no selfish motive nor Committee. did he seek any personal gains hiy devoting Much hard work has been "done on the his time and effort to (he development of this Section. He bad buc one thought In hi* mind, the prevention of suffering, maiming and lots Of life and limb. Of course; John Roach was only one indi vidual. This Section has been fortunate in having such men as Ira'V. Cepner ot Perina Salt, Arnic Armstrong of Eastman Kodak and so on down to our present day Advisory Committee consisting of such Past General Chairmen as F. W. Dennis, Hooker Eitaro Chemical, Jams J. Duggan, Carbide !c Car* bon. R. O, Reefer. Aluminum Company, Harold L. Miner, duPont Company. John Sa*** Practice faaphleu. . A revision of the pamphlet on Industrial Ventilation has been completed and is in tbe hands of the printer. Safe Practice Pamphlet No. tt oo protective clothing has been revised. Safe Practice Pamphlet No, / oo respira tory equipment has beat reviewed. Safe Practice Pamphlet No. ft on safe handling of chlorine is being revised. A brand new pa*pMre on dratio plating is now being prepared. Your attention is called to tbe Data Sheets and Instruction Cards now oo display at Chemical Section 7 front of the moan. If yon haven't become jeqsahtoJ with this material. I would adrise yon wfasa. Tbe ten draft of trriaoos of all existing CTuminl Dm Sheets has been prepared. The new psnpkkt on Chemical Waste Disposal, although only an introduction nr the subject, should be of tremendous value to the avenge safety man. You have all heard John Shaw and others point out that Chemical Waste Disposal is becoming a major problem to industry. Safety in Lacquer Manufacture By C. L. TONES Safety Engineer, Hercules Powder Company 1 Hi|si u have long been known and nvd, and lmc been made of nmrry materials, downer, whoa we speak ot iacquen today, w are primarily of chose made of sofahte dnocdUoK. Ttei are other lac* qoers on thtPraukrl. neb as those made of ethyl ttfhtfcwr, crifalosr acetate, chlorinate*! rubber, sad ocher materials, but the bulk of awdoa banners are made of nitroceilufose; We of the Hercules Powder Company have attempted to ascertain the facts concerning tbe leddaw which have occurred m the various nixrorefiglnse consuming industries, and to make this combined experience avail able to the esnenm of nitrocellulose through a book. "Safety in Lacquer Plants," which Is befog dhtribeted by Herailcs Pow- dtr Company. Thaw is aoamsubted experience socern* ing the iccfakwi vrhidx hare occurred in the hruffing and use of nitrocellulose and flam* stable solvents. Alsu, there a fair notion ot the probable aoMqocBta. Of wane, no one knows whether a vapor-axr explosion in any given plans is going to arose the dmxuaioa of that plant and mule in a loss of life or whether molts are going to be trivial. We do know that some of the accidents involving flammable solvents have caused serious prop* my loss and heavy life las*. When uch things occur, the financial low ft abo heavy. Tbe risks in tk* lacquer manufacturing huiM* are throe connected with the not- age, handling, and use of nitrocellulose, flam mable solvents, and the finished product. Lee us first enusider nitrocellulose: A very large quantity of nitrocellulose has beat pro duced each year for many years. The accident experience in this manufacture and storage of this material has been extraordinarily good. I think this excellent experience has bem due to an early recognition of the va rious hazard* existing and the adoption of safeguards which minimise the possibility of serious aaddenu. The above refers to experience at the pro ducing plant. In the consuming industries, the experience has been reasonably good, although there have been a few accident*. With a wider knowledge of the necessary and desirable mfeguards, it is reasonable to be lieve that the experience in tbe future should continue to be good, and probably should improve. I do not think anyone has the figures as to the exact number of accidents in the nitrocellulose consuming industries, but from our knowledge of these industries, we believe that the majority of tbe accidents which have occurred can be attributed to the ignition o a vapor-air mixture in some manner. Another fact which it is advisable to keep in mind is that, as far as I know, relatively few accidents have occurred in connection with the finished product either in the plant of the taequer manufacturer or in the plant of tbe lacquer user. However, I think there (rave been more accidents involving the use of the finished product by the lacquer con sumer than in the manufacture of lacquer. We will now mention some of tbe phases of design and operation which appear to be of the greatest importance in the prevention of aeddents and injuries. The material shipped to the usras U always wetted. In most cases, with the soluble type; the welting agent it ethyl alcohol, although material is occasionally shipped wetted with either isopropyl alcohol, butyl alcohol or water. The material so wetted is classified by the Bureau of Explosives as a flammable liqoid; 8 JJtk National Safety Congress, 1947 the baud of the matal is about that at the wetting agent. The genaaBy used far the pack- aging of sotnhfe oknxrflnloir Is LCC (M3, a tell opea bead container. gilvaniaed inside and oat. The galvanized finish aids in pre venting iron jddt-ap. and nd> a galnoiied surface is noaspittiny. Hundreds of mfllkms of poonds of soluble nitnxxUuloK bare been shipped in such con tainers, these shipments going abroad as well as to coosnmos in the United States and Very few accidents hare occurred in txanspottaiioa. This good transportation record proves tfc> the presents no great bawd when it Is properly packaged aad the pack ages are with reasonable care. While soluble rimmMlnltwf t* classified as a Barnstable liquid whoa wetted with jo per r+-nt or store of wetting agent, the material becomes more hantrrlom if permitted to dry out. Dry material can be ignited by frictional heal and burns far more rapidly than does the solvent vapor. Several publications eoacuaing the proper* ties and use of nitrocellulose are available, and will be sent, oo request, to interested persons. Some of those publications are: Nitrocellulose Handbook Hercules Nitxoeeflukue--Piopeitics and Uses Safety in Lacquer Plants The long, continued storage of barrels of oitroeeUulate in the open and exposed to the sun's rays can cause deterioration of the quality of the material. During the winter months, ice and snow can accumulate on the barrels, making it dUBwtit to handle them easily and safely. Abo, with opea storage, foreign material, stsch as dirt. sand, rfnrtrn. gravel, etc, can get on the barrels. Unlm the barrels are rfranrd oC this malarial win be carried into the phut where it becomes a possible cause of amdeut-tad k may get into and con taminate the product manufactured. Another reason for storage under cover Is to protect the barrels from sparks or heat if a grass, rubbish, or other fire hM nemr near the storage Warina. The Soar of the storage building, whether it is of frame or masreuy construction, should be blind-miled if steel nails are used. If the floor is exposed --fled, then the fapi-p should be of copper or brew. It is desirable to hare a'good rftoanre be tween the storage building and apoauB such as main line railroads, highways, streets, etc. This dear space Ixtwcm the nitrooePu- lom storage building and the spams men tioned should be of the aider of teo% There are many cowing snseaDatfana of nitrocellUH -v storage buildings doaer than too* to the exposures ownfinned, and such closer ipaci 5 .is not cocaidaed too objec tionable. However, should a fire originate ta any of the process buddings or at other loca tions, the beat could ifect the barrels, caus ing a rise in pressure and the blowing off of the lids, with the poasibflhy of faming nitrocellulose being thrown about. A sprinklm system Is derirahlr, although . not absolutely neconiy if there is a paring of toof or more to the exposures mentioned. If on the other hand, the is some what less than too*, it wiQ be desirable to install sprinklers whether the building he of frame or masonry construction. No other material should be stored in the nitrocellulose barrel storage. The queries may arise whether it is safe or satisfactory to store film soap in the nitrocellulose storage. Such storage is not recommended. It Is sug gested that film scrap be stored in a bsiMiag reserved exclusively for this purpose. There are a few recorded moderns of film soap taking fire in storage. For the mme reasosw it Is thought desirable to store nitroceflulose chips in a aoocombmtible room cut of boa oths storages by means of masonry or tile walk. For hawjttiwy the barrels of nitzocefialose from upper levels, it is recommended that a rope mat or other suitable landing airfare be umd. This problem of the use of some mechan ical device for tiering and taking down the barrels exists at the producing p*w, and the use of such power devices has been am- tidaed an a number of occasions. So tar we have not found any mobile device which is "power" driven, considered safe for nk walk. A band-powered "lift" is oooridmd safe for stacking and'taking down barrels of nitroeeUuioee. The platform on which the barrel rests should be made of noospaxking metal, such as brass or altimlnmn; or be corned with haidsroqd, osing la tithe ca< nonferrous fastenings. Also, the whec, should be made of brass, broom, aluminum, or con ductive plastic. Chemical Section 9 If tlm haireh are to be skidded from an upper w a lower Ind. * wood skid should installation should conform with Article goo of the National Electrical Code. be *--*. If the Aids are dad on the end with metal, the shoe pieces should be made of nonfsrans mctaL la nefef soda a skid, the barrel should always be sofa control and never be allowed to bsma or toll around. Heat should not be required for the nitro cellulose storage. However, sbotild beat be required, it is recommended tint hot water at not more than fifteen pounds pressure, or steam at not more than five pounds pres For the movenom of the tenth bon the sure be used; tbe heating unto ibould be nitnxeflakne storage to the mfroceflutose dissolving room, k Is that a coo- hospital radiators or pipe 00B radiators in stalled and protected as described later. crete or other writable walk pavement be placed, and that the Uirtb be transported from the nteoceflalam storage banding ta the nitroceOnkne dtealvei1 buddingoa a hand truck. Ttris truck amid be m of the selfloading types with a "finger" or "grab" at the lop--the latter to be made of soospaiiiag matoial, each at phosphor- or tobinbrocae. bring cuds] so select a Dowpukinf metal which has physical cksnookia at least equal to those of the steel ordinarily targe wall placards are available listing tbe various safeguards which shnwld be ob served in tbe storage, handling, and use of nitrocellnloae, and copie* will be sent on request. At many plants solvent and diluent storage tanks are placed underground. Tbe legal re quirements or the regulations of the insur ance company may compel tbe ore of under ground storage tanks. used. In certain locations there may be some The tracks used far barrel handling also should be fined with wheel* of a noreparklag and coodoqlre type. These may be brass, broom, ihnsnnw. condtntfve plastic. Rub ber tired wheels shooId not be osed antes purification for burying tanks; for example, in highly congested arms. However, when room permits and ordinances and regulations allow, above-ground storage is. in our opin ion. muds to. be preferred. of coadnctfve rubber. An above-ground vessel ran be inspected, The hands should not be rolled or slid 00 tflpcrrtt, steel, gravel, tinders or other mrfetrn from which sport* may be struck. The need for this precaution is illustrated by an aorident which occurred several years ago at a phot of one of the lacqoer budfactaren. Bands were bring skidded down a permanent umutie rasp having a grade of about ifi". Exactly what happened will never be knows, bat the contents of a steel daSy. or as often as desired, and the condi tion of the shell, connections and fittings be kept under observation. Tbe corrosion of tbe sbcQ of an underground vemef and its failure or the failure of connections and fittings, can occur and a leak exist far a long rime, pos sibly creating a hazardous condirioo before anything on be dooc about the matter. Furthermore, infiltration of ground water can occur, causing contamination of the product. band wire fired either from frictional heat being trawmkted through the wall of the barrel; or the bexrcf was "leaker" and a spark was wreck. In any event, the material ta the barrel started to baza and pressure was boJh up. The bad was blown off after tbe barrel had reached the lower floor of the plant. Burning utaoceBulose was thrown about injuring two men. and the burns which they altered caused death. It had loog been the practice of this par ticular plant Co Aid such barrels down tbe ramp, and prior to this accident no trouble had occurred. It may be argued that an aboveground tank is more haaazdous than a buried vessel, but this is not though11 be tbe cue if the vowel is property designed and is fitted with the necessary safety devices, such as adequate relief, a vent protected by means of an ap proved flash arrester, and a iwhffng coonectioa fitted with an approved redding well. Such a vessel may be aapktety enveloped in Same for a loog time without an cvplorinyi occurring; there may even be an explosive vapor-air mixture within the wad while it is enveloped in flame, but ***n wiB hap pen except tbe banting of the vapor-air Lights should not be requited In the nitro cellulose storage budding. If Cor any reason they are the entire Installation should be explosion-proof. dam I, Croup D. and the mixture at the discharge of the mfery device. The vessel acts as a boiler, bat liwtead of water being evaporated, a sofvent vapor k driven off. 10 35th National Safety Congress, 1947 Chemical Section 11 It is absolutely necessary that all of the nut connedJoos be tight and the vent be of adequate size and be protected with an Undrewriters' Laboratories' or Factory Mu* tual Laboratories* approved Sash arrester. If tbc vent Is so protected, an ignition of the vapor-air mixture can occur at the vent, but it is not likely that a serious accident will result. Another very important feature is the method of introducing solvent into a vcmel!t is not uncommon to find inlets ending a few inches inside the tank or vessel top. Such a design permits the incoming liquid to break up into panicles which fall through packing. A large number of these devices are installed on pumps handling varioos solvents and diluents, and the record of performance b very good. It is not unusual to have a report as to the performance reading some thing like this: "No maintenance and no leakage.for a year.** Most lacquer manuEacturm have the prob lem of handling some solvents and diluents in drums. Also, in many plants, it b neces sary to draw smalt quantities of solvents and diluents for use in some of the mixing and finishing operations. For the bulk storage of such drums, it b recommended that a detached and reasonably facilities fcr tuiia, gums, pigments, other in sparking surface. Also, the wheels of hh gredients, cootalaas. esc. scale, if it is a portable one, should be non- While the risks coanegcd with such stor ages are usually nominal, h will be desirable to Mote such ingredients and containers in aseparate and detached hntiding for the fol lowing reasons: (1) Sodi a building should cost less than the building mod for manu facturing, (*) if the majiufareuring building sparking and conductive. These measures are to minimize the struck spark and static haz ard. In addition to the nousparking tools men tioned above, all other tools regularly used in the lacquer plant, such as wrenches, hammas, chisels, etc, should be made of non b used for storage, it will be *1TM impos sible to maintain the desired standard of housekeeping. (j) In the event of a fire, and fire b usually most apt to occur with some of the mans- sparking metal. While such toob are not as satisfactory as cues made of steel, they do a reasonably good job, and, their use minimizes the struck spark hazard. U nltroretlalose b spilled during the charg space. In so doing, a static, charge can be well Isolated drum nek be used. It b un Ezcniriog operations, these viH be a greater ing operation, it should be picked op at once formed. I know of a number of instanem desirable to store drams la the manufactur quantity of combustible materials, thereby and disposed oL If it b doc contaminated, where the ignition of vapor-air mixtures has occurred, and it was shown conclusively that static from "static spray" was the source of ignition. Probably there are not more of these accidents because the vapor b usually saturated, and therefore, above the explosive range. Occasionally, a flammable vapor-air mixture exists, a spark occurs, and the flam* mable mixture b ignited. To """il* static spark hazard, the nice or fill pipe should be brought close to he inside bottom of the Teasel. It may not be practical in a number of ases to cany the fill pipe dose to the inside >otiom of a read. This is particularly true if mixers or dteolrers fitted with agitating quipoxnL In audi cases, the inlet coonec- ion can be brought through the cover at a tillable location, and then bent so as to dl* Mt the Bow of flnid along the inside wall if the vessel. With suds a design, the stream s kept relatively solid, thereby avoiding the ormation of a static spray. The Manufacturing Chemists* Association's danual,' Sheet TC-g. "Unloading inflam* ruble Liquids boa Tank Cars.** describes md illustrates the procedure which should tc followed in the unloading of tank cars ontaining sotvents and diluents. Copies of his pamphlet may be obtained from the fanufacturing Association, Wash* ngtob, D. CL ft is not uncommon to observe very coniderable leakage of solvents at the stuffing ox of a solvent pump. `11ns creates a dan* ;erous condition on account of the formation >f flammable vapor-air mixtures. This trouble an be largely overcome by the selection of 1 suitable device to replace the usual gland ing building. If such drums ate stored on causing a more serious fire; furthermore, the the simplest way to dispose of it b to put it an open sided drum rack, there will be good extent or she of the lorn win probably be in the dissolver. It conlaminated. it ought to diffusion of the vapor If there should be larger. be placed in a pail or can containing water. leakage. This iimiMiw the formation of a Before bringing the barreit of nltrocrila- At the end of that day or shift, such soap large volume of an explosive vapor-air mix ture. A dispensing rack for the drams win be lose into the manufacturing building, the exterior surface of the barrels should be deaned of any foreign materiaL If and, cm- nitrocellulose should be taken to a safe plaoe for disposal. Probably the safest disposal is by bunting in the open at a so-called burn necessary at some suitable location in the manufacturing building. The rack can be made of wood or of metal, but the surface on which the drums rest ought to he made of nanqmfclng conductive material, say brass or copper, and should be grounded. The das, or other hard material b brought Into the operaring building, three b the possibil ity that such contaminants may came a spark and result in the filing of vapor or dried particles of ntaorHftslnar; tmihuiuore, such contaminants may gee Into the prodaa and ing ground. The water should be wrong out of the scrap nitrocellulose by band, and the material placed on paper or other combus tible, and the latter fired. Under no circum stance should nitrocellulose be burned in a boiler fire box or other confined location. equipment used for handling the drums on affect its quality. Tbc hazard during the charging operation to the rack, for example, the tong and the hand chain of the hoist, should also be made of a nonsparking mccaL The chief hazard probably occurs at the i* of drawing solvents from the drum into cans or containers, due to the formatiou of a static charge as the fluid b dropped into # The number of barrels of p&iwdiHinw brought into or near the manufacturing building should be kept at a minimum, be cause the more material, the more serious the fire if suds a thing should occur. Barrels should doc be opened until chnrg- b such as to make it necessary that good ait conditions be provided for the operators. There should be sufficient room at the charg ing level so an operator can move away quickly and safely if a flash fire should oc cur. Men have been observed working from the surface of a portable platform or some the container. To prevent the formation of ^ where pan barrels are used, the barrels should rhi* static charge, the stream should be kept be brought in the building the required relatively solid as dixuwed previously for tanks and mixers. This can be accomplished quantity weighed out. the faaxrel piopenly dewed, and returned to storage. This b mot thing similar. If a flash fire should occur while a man was adding material to the dis solver, be would have to jump or faU. If he jumps, be b apt to be seriously Injured. satisfactorily by the use of a flexible non always practical, and in souse cases it b ncco If there b a good working space around sparking metallic hose. The container into sary to keep the part barreb in the manu the charging level of dissolvers and good exit which the fluid b drawn should be grounded, facturing building: however, they tboald be conditions from that charging level, then the and also should rest on a grounded non properly mealed, and it will be desirable to exposed person can move rapidly and with sparking surface, such as brass, aluminum, place them at a location,where they can be safety, and tbe possibility of injury of any or copper. protected by more than an ordinary couces- ' kind will be very much reduced. The containers used for handling solvents should be made of a mmsparklng materiaL nation of sprinkler heads. Ia ochre words, supply one-half damn pan bazreb with one- Many lacquer manufacturers use bard rains, gums, etc. There b a considerable It is not nccosary to go to the expense of aluminum, brass or copper containers. Steel is satisfactory, if galvanised. An occasional check should be made and these containers should be regalvanized as necessary. half dozen sprinkler heads, so that in the event of a fire, there would be the of a lot of water, which should quickly con trol the fire. The platform of the scale reed for weigh hazard of a dub-air explosion in grinding such materials and some of these explosions can be quite violent anti with a great deal of flame. The grinding operation should be carried out In a separate structure, removed It b usually necessary to provide stooge ing either bomb or <*>-- containers hw*ny filled with ebroceSulcae should have a non- from other buildings or eeposures, and provi sions should be made for keeping the dust 12 35th National Safety Congress, 1947 concentntioB in the room ~bekw the flammh|t Uwiif. Grinding on ptobibly be avoided entirely by the selection of the proper type of dis solving equipment. Equipment b available which will dbolac such bard material* in a reasonably short time. That b, fankn ma terial, say fat siae assd wbITct, can be dis solved probably la aa boor or las in certain typo of equipment. The ose of such dissolv ing equipment wmM riimirmc the grinding, and thereby amid aa expenditure for such equipment. To protect prrsnm against the hazard of flash fins of any kind, several safeguards should be adopted ad raiuti.nl. FtiB. the dothing sboold be dasfed often, and be fore there b a heavy aoasmnlatioo of flam mable materials on them. There have been a number of cases of pqvora wearing dirty dothing having their garments catch on fire and buns very rapidly. Second, all ptrsosis *.spcmd should be folly clothed at all times, sumaei as well a win ter. This saeans wearing a head covering, sleeves down and collar buttoned. Third, it will be detirabte to supply all employees with flame-proofed clothing. A great many persons have worn suds dothing during the past few yean. Many have been exposed to flash fires, and the wearing of this dothing has prevented many serious burn cases. The flame-proofed dothing may be ob tained from a number of concerns located in various aties is the country. We have a list of laundries offering such services, aod can supply you with it. Abo, we can furnish a description of the method and advise regard ing the chemicals recommended for the flameproofing of dothing. if It should be decided to carry out this work. Solvents and dthmes are wsMtimn han dled in open push cans and similar cootainerf. As a matter of fact, this practice b rather wide spread, but it ought to be avoided for several reasons; the wastage of solvent by evaporation, the increase in fire risk, and In some cases an added health hazard, because some of the solvents and dQuents may be toxic l practical, the method should be changed to a closed system. If these b a continued use of the open type containers, several precautions need to be observed; {*). the scale on which the con tainer b weighed should have a nomparfcing platfotm; {*), the platform ought to be grounded to a water pipe or other low re sistance ground; (3). the solvent should be introduced into the rend in a relatively solid stream; (4), the container should be kept coveted with a light might nbospaxfcing covering; (5), the Wbeeb of the scale ought to be of nonspaxfcing and coodncrive ma terial; (6), in dumping containers into the mixer, dissolver, or other read, the wrens should' be kept mild, so ax to avoid statiq spray. In many plants mixed thinner b made up and packaged in containers of various row, and much the same precanticca should be observed as rttsmwcd above. One additional feature worth mentioning. Is the me of a "slip" pipe which win bring the hM flow down dose to the bottom of the drexa. whether it be filled through the ride bung or end bung. Thh "slip" pipe sboold he made of.* nonsparking meal mb aa tapper, brass, or aluminum. In 'many. plants, nitrocellulose nhttioe is pumped from the dhmlvcr to the aenge tanks or other loorioos. and a pandw type pump is frequently used. A few accidents have occurred in the pump ing of suds rotations. It b Ulkwl that a bard film forma in the pomp going box or In the space bade of the ftspeno1; and fric tional heat causes decomposition of the film so rapidly that the relief valve doesn't func tion quickly enough; and the bead of the pomp is blows off. Such accidents can be almost entirely Himinatrd by the injection of a plaxtidacr into the pump stuflmg box. This injection can be controlled automatically by the use of a prware-type lubricator; thus, whenever the pump b operating; a --ran amount of p.vtidnr is injected at the re quired location. The same results can be ac complished by washing out the pump thor oughly sftgy each handling, but it b probably cheaper and easier to use the plasticiser. All electrical equipment in the lacquer plant zones where solvents, lacquers, and similar flammable materials are stored, han dled. or used, should be explosion-proof. Clam T, Group D; that it, motora, motor con trols, circuit breakers, light flume*. light circuit controls, etc, should be of this dtarification, and the installation should conform with Article 500 of the National Psariol Code. It might' be contended chat it would be more economical to use conventional cfoc- Chtmicol Section 13 trial control equipment, and to locate such control equipment at a sale diwanre from the Iacqtw plant. Saris a doiga b quite all right, and this plan baa been followed in a number of inmama; in some cues to de crease the cost, aa other eases due to inability to secure ctploriaa-proof equipment within a reasonable time. It will be advisable aa smke up estimates both way* to dctci aiss which design b the -ft tnanainl Bovcfer, it is suggested at such cenvcatigaal control equipment be looted as a reasonable dhraoce from any potentially dangerous past of the lacquer plant, fly reasonable <* b meant that any "opcm" er caancatieaal decudal consol cqidpmnt riamld be about fifty feet burn any solvent process <nmrii which requires an nplndns-proaf clarification. This dis tance could be greater, bat it should not be If it b htidod to am eBsncntiooal elec trical control rqelpmrf ia a separate room or k wad be advisable to place the fioor level of this bedding serosal tm higher than the floor of the Jaequer building or other bafldtngi wherein aohena tad similar materials are peomsul or stored la order to keep the risen foal control equipment above the level of a vapor-air mixture, whkh drift or flow from a spill of sottest ia any of the plant buildings or One of the arose Important features of an explosion-proof installation b the .props sealing ofl of all devices. Tbe purpose of thb waling ft to reduce the volume of flammable vapor-air mixture within the various pans of a system, which could be ignited at any time, it this ia not dooe, the "pressure-wave" effect caa cause the development of a pressure which may result in the rupture of one or more devices, thereby pomluing the dis charge of flame or ttit beat gases into op erating or other hazardous areas. All explosion-proof pieces "breathe:" that is, air or vapor-air mixtures eucr all such devias. and can be, and doubtless are ignited many times. Tbe "gap" or dearanee at tbe flanged or threaded joint of all such devices k sods as co act as a "flame snuffer." to pre vent the discharge of burning or high heat gas into a room or bonding. There are rec ords of several accidents occurring with ex plosion-proof electrical equipment which was improperly scaled. When any explosion-proof electrical Instal lation ft to be mnis sn electridaa or elec trical contractor be selected wbo knows the requirements of Article 500 of the National Electrical Code. U tbe work b to be done by contract, it is suggested that a wording about as follows be made a part of the specification; "All electrical equipment used shall be Underwriters' Laboratories* ap proved for Class L Group D, locations; aod tbe entire installation shall conform with Ar ticle 500 of tbe National Electrical Code." In addition to the foregoing, all devices such as switches, breakers, etc, should be grounded, using a conductor of a size nut- able to ground any leakage enrrents and mechanically strong enough to Band op in service- A No. 6 copper wise or plain alumi num strapping Nr hy about 1* makes a good installation. Tbe reristance value of each ground should be determined by means of a "Megger" or other suitable instrument, and the resistance to ground should not be more than five ohm*, and preferably oae obm or its. No difficulty should be experienced in ob taining a ground value of five ohms or less if the ground connection is to a water pipe. If a metallic water pipe is not available, then the next best ground connection will prob ably be to put down several ground rods to moist earth or water. At suitable intervals, say yearly, the value of each ground should again be determined by ~***-* of a "Megger" or other suitable instrument, and the values obtained com pared with the readings obtained at tbe time of the original installation. If the values are found to be higher than five ohms, then new grounds should be made. Probably the simplest, most effective and cheapest method of grounding ft to attach a ground connection from each piece of equip ment to the nearest sprinkler pipe, using a No. 6 or larger solid copper conductor. If sprinkler piping or other water lines arc not available; it will be advisable to run a ground bos through the building at a suit able location, making this ground bus a burly Luge wire, and h securely in place; rwt to iii. grounds from --indi vidual piece of equipmeat to this bus. The ground bus should be grounded to earth, at two points, at the cuds, and prefer ably to watCT lines. If the latter axe not avail able; then ground to driven ground rods. 14 35th National Safety Congress, 1947 having a resistance to earth of not more than five ohms, determining this value by means of a 'Megger** or other suitable instrument. Heat may be supplied by means of unit heaters driven by explosion-proof motors, hospital radiators, pipe coil radiators, or socalled "Radiant heat." If pipe coil radiarots are used, they should be mounted on forged steel supports. If hos pital type radiators are used, the mounting should be similar. The purpose in using such mountings is to reduce tbe probability of fires, which could occur if wooden sup ports should be used. The hospital radiators or the pipe coil radiators should be protected by guards. (hat heat sensitive materials or their con tainers cannot be parted against or on the hot metal. The decomposition of heat sen sitive materia] can occur if such materials are permitted to lie on the hot metal, or If con tainers of the materia] should be parted up against or on the hot metal. It is probable that either the hospital radi ators or the pipe coil radiators will be en tirely satisfactory and possibly cheaper than the use of unit heaters. If steam lines are brought through building walls, partitions, or floors of combustible material, the pipes should be protected at such points from con tact with wood or other combustible material. Long, continued contact of steam pipes at five pound pressure an cause charring of the wood, and may eventually result in a fire. "Radiant heating" consists of the burying of wrought iron pipe, usually in a concrete slab, and circulation of hot water at about ioo*F. to to*F. through the pipes. An in vestigation of several of these "Radiant heat ing" installations was made, and some of them were several yean old. An firms con tacted who hare installed such systems were enthusiastic about this type of bating instal lation. The advantages dstmM axe: Absence of pipe and heating units in the building; and this design of hating plant produces a more even and satisfactory hat. If a boiler plant is to be erected, this build ing should be located about too* from the lacquer manufacturing building; the tank farm, iu pump house, and tbe tank car un loading station, tank truck unloading station, or other solvent process units. It will be desirable to place the Soar of the boiler house at a higher deration than tbe lower Boor of tbe lacquer plant or tbe other exposures mentioned. This is to pre vent the "drift" of solvent vapors from reach ing the boiler fires if a spill of any con sequence should occur. Humidification is one of tbe most prac ticable and economical mans of combating static. Static cledridty is usually a harard during the fall, winter, and spring months in most sections of this country. During the summer, it is not a problem ordinarily. This is because enough atmospheric moisture is present Co deposit a film of moisture on belts, Boots, and other surface* over which the static drains away to earth. _ Actually, there may be just as much static or frictional electricity formed with any given operation or piece of wort on a warm, humid day in July as on a cold, dry day in January. But on tbe latter day, tbe amount of moisture in tbe air is usually a great dal less. Any moisture films praent are not suffi cient to permit the static electricity to drain away fapidly, and finally charges build up on pereom. belts, and other objects until an arcing voltage is reached. It is known that* a relative humidity of 6 percent is usually sufficient to provide a "conductive film" of moisture, over which the static can kak readily to earth. Further more, humidification is simple, cheap and effective, and in the production of most ma terials, causes no trouble. With some prod ucts and processes, however, a relative hu midity of do patenr may be objectionable. Humidification may be accomplished by discharging stom or atomized wato* into tbe atmosphere. Steam is preferred as it is usu ally cleaner than water and in a belter physi cal shape (or use. In alt cases, the amount of moisture required for the desired degree of humidification should be automatically con trolled to produce tbe desired humidity by automatic shutting off and turning on of the jets. A numbs of concerns supply such equipment. An Important point to keep In mind In connection with humidification is the tem perature of walls or other surfaces. Surfaces at condensing temperatures cause pooh of water to collect, which are objectionable from appearance; housekeeping and safety stand points. If there are such "cold" surfaces, they should be ixbotated to keep them above contbmiiip f--MpMinina. If a warm air heating system is used, tbe C mical Section 15 system ran be designed to supply condii ... 1 air of tbe humidity. Plant transportation, other than of fluids, will generally be by* mans of hand trucks, which may be of several types; pow ered trucks of tbe usual type and lift or fort trucks, which may be powered by either gas oline or electric motoo, the Ijuct using stor age batteries. No one of tbe "powered" vehicles of tbe designs currently available are safe for use within or dose to a solvent process building, such as a lacquer manufacturing building, solvent storage, etc. Fires involving gasoline engine powered motor trucks are not uncommon. The engine, the ignition system, and the -twir are sources of Ignition, If such rehides are oper ated in an area or zone where there is a flammable vapor-air mixture. The storage-battoy powered vehicle like wise has several sources of ignition--tbe mo tor which is usually of tbe commutating type; tbe control switch, the battery terminals, etc. If the plant size * such as to require "power" transportation, it will be adviable to set up regulations, which will prohibit such vehicles hma going beyond certain prescribed limits. Also, if gasoline powered vehicles are used about tbe plant, it will be advisable to equip tbe vehicles with the following safety fea tures: The gawffinr tank fill pipe should be fitted with a safety cover. Tbe carburetor air in take should be fitted with a flash-back ar restor. Matty motor schide fires are due to flame flashing bock through the carburetor. The device mentioned above is to prevent such a thing occurring. Tbe end of the pipe should be fitted with a spark arrater, and a spark arresting muBre, which may be obtained from several firms. In addition, the vehicle should be fitted with an automatic CO, extinguisher system. Such a system, which operates both automaritally and manually, floods tbe engine comportment and the aooe around the gaso line tank with CO*. It Is necessary to prepare a design of such a protection system fin each make or type of vehicle; at least one oxitua in tbe fire pro tection field now has had a good deal of ex perience In preparing suds designs and in Installing the equipment. In addition to the automatic CO, extin guishing system, each vehicle should carry a four pound CO* or dry powder or other suitable extinguisher. Tbe fueling of such vehicles should be car ried out at a detached and safe location; and a regulation should be adopted and enforced, which prohibits tbe filling of tbe fuel unk when the vehicle is Tbe battery-powered vehicles do not re quire the automatic CO, protection system; however, each such vehicle should have in stalled on it a four poond CO, or a dry pow der or other suitable extinguisher. To date, so hr as known, do manufacturer has produced a vehicle which an be ri*w** as explosion-proof, although at least one make incorporate! a number of feature, which reduce the hazards to a certain attent. However, not all of tbe sparking sources are safeguarded, and unless all of tbe known sources are safe-guarded, the unit cannot be considered safe for use in or near a solvent process building. ,v It will be desirable to make tLfe wheels of all hand trucks of a comparting and con ductive material. Tbe use of such noroparking and conductive wheels is to guard apinst the struck spark hazard, and to drain to earth any static charge which may tend to build up on tbe container or package being trans ported. Tbe use of rubber wheels, or any other insulating material, should be avoided, as such materials will prevent the -flow of static to eanfa. However, wheels made of conduc tive rubber are permissible and satisfactory. A lacquer plant should be protected by maos of an automatic sprinkler system for the protection it affords and ><! for the economies it brings about in insurance rata. It is not unusual for tbe Insurance carrier to gram reductions of 50 percent and more for the instaUatioo of an approved sprinkler system. This mans that in many instances tbe premium saving will pay for the sprinkler system In a few yeaxs. It Is believed, that a sealed bad, thermo statically controlled sprinkler system will at. fotd adequate protection in conjunction with other protection which should be provided. Sane may question the advisability of water sprinkler protection in a lacquo- plant, but it is believed its advantage far outweighs the disadvantage. The chief disadvantage is the possible flow of burning material on the water. 16 35th National Safety Congress, 1947 It a sealed head system is used, the heads which open up would be those exposed to 6re. It Is true that many of the solvents and diluents are not miscible with water; how ever, the water discharged from the sprinkler heads ads to beat out a fire. Remember the water is not being discharged in a solid stream, but is broken up into floe partids; in this fora, it tends to mechanically beat down a fire. In addition to die sprinkler system, equip ment such as nitrocellulose dissolvers, resin dissolvers, nitrocellulose solution stonge tanks, lacquer mixers and resin stonge tanks, and similar equipment should be fitted with fixed CO* protection. This means that a bat* tery of CO, cylinders or other source of CO, is piped to the equipment mentioned. Each such piece of equipment is fitted with one or more horns or inlets. In the event of a fire, the CO, is discharged bom its source of supply either by manual operation or automatic control, into the vessels, thereby quickly reducing oxygen content to a point below the combustible range. A number of lacquer manufacturers have installed such equipment, and the systems have been called on to function in a number of instances. The performance has been ex cellent; in many cases, fixes have been extin guished with very little damage or lost. In addition to the above protection, there should be a number of CO, or dry powder first-aid fire extinguishers. The sire and num ber required will vary with the plant, how ever, it is probable that the so pound unit is a desirable size. If there is a large storage of solvents and diluents on the plant, it will probably be desirable to provide other protection such as a supply of foam powder, a foam generator, and possibly a 750 pound CO, wheeled type extinguisher or the 550 pound dry powder extinguisher. A study of the plant needs to be made and decision reached as to the indicated size and kind of first-aid extinguishers; however, for Che sake of simplicity only one kind aod make of extinguishers should be ordered and installed. All peraon* who may he aM am to or such equipment should be named in'm me. Firm should be bmTt at a ah and ataUr location. and the nqihyo ef (he ftw should be sained to pat a that dam with the Em-aid fire ajaipMC MU am the plant. It is aoc awgk to hoy aod install the cquxpaneac It is iapooo to havo peo ple trained to ot the tqdpoot Sock nam ing will pay good drifadi, It Is aha dianMe that chae be tcwnl fire hydrants near the lacquer plant. These may be fire department hydrants and eotidde the limits of the plant piopqty. If they axe coo- veniently located, this should be entirely areubooty; however, in some asm the hydrants are installed ou the plant property, and cer tain members of >** plant orpaiatiM axe trained to use the fixe hoe. If the hydrants are on the plant property, it will be desirable to imtall a standard miB yard cypfc of hose bouse over each bydntac. and equip each of these bouses with at least ijof of Undowritcn' Laboratories* ap proved v4* CRL base and V4* a J* F*T pipes. The standard mill yard born house ia illustrated in National Beard of Fire Under writers* Pamphlet No. *5. The hydrants, hose hours, and the P- 1. valve umttoffing (be sprinkler system should not be rimer thou 50* to any building. In the foregoing wc have a num ber of the features and items baring to do with safety in the manufacture of lacquer, ft may seem to tome that there is 1 multitude of detail*. However, we haven't touched on all of the items which should receive consid eration. but only those which appear to be worth mentioning at this time. Some of the item not mentioned ms, we equally impor tant, and it should not be assumed that we have mentioned or covered ail matter* of importance. -The point which we wish to ospbuize If thit-Tbat safety in the manufacture of lac quer can be achieved by paying attention to the many necessary and that, so hr as I know. Is the only way by which accidents can be prevented is any fine of production. Chemical Section 17 Laboratory Hazards (Panel Discussion) Diinusiow Loader? John 5. Shaw, Director of Safely, Heresies Powder Co., Inc, PzrtiidpanU: . G. Mom, Director, Industrial Hygiene laboratories. Employe** Mutual Liabil ity fmunnoe Company of Wisamsin John J. Hoffmann, Safety Director. Mon santo Cbemiol Company Hasoui R. Hoyix, Safety Engineer. The Dow Chemical Company Da. Baucx Lonctin, Illinois Institute of Technology CHAIRMAN SHAW: The chemical engi neer starting ia the laboratory gets his first KBprarioos of safety, and the laboratory is Ins training ground, the vestibule of his whole career. It ia mam. important, and when cma laboratory in good order and keep it a* a --del of safety, we have sotted the wag rheminl engineer out aa the right ftocc. Whew be goes into (be plant be will never larger what be learned in the labor*ewy. I canSdnt avoid making that comment, be came it ia a pea theory with me. DR. METTER: Relating to safety in labora tories. k Is my experience that many of the trrhoirsl people are so familiar with the funhlrim and the chemicals used that they do aoc believe that they need to take the same afcty precaution! that the untrained men ce the men in the plant need to take. For example, they feel they know bow to handle ebemlrsh well enough that they do not need eye protection, and therefore often- times we have serious eye aeddents. Or they fed that they ms perhaps heat a flammable solvent over a raked flame, knowing just bow little or how much to beat 'it without getting ft too hot and without haring a fire. Well, that's a poor practice, because the fiasfc may be poor and it may break, and again we have a serious fire. . I used to be with the Bureau of Mine* in tbe development of gas masks. Many labora tories are not equipped with a proper type of gas aaaric. For example, laboratories handle comprewed gasses such as chlorine, sulfur dioxide and many other toxic gases. You can handle them for years at a time, and If you have bo breaks is tbe line and your connec tions are tight, you can get along very well without the proper type'of respiratory pro tection. On tbe other hand, I believe when con nections are bring made--especially, for ex ample, in the paper mills, where carload lots of chlorine gas are being used-it is a good precaution to have a chlorine mask ready, have it right around your neck ready to use Sn case it is necessary. MR. HOFFMAN: It to me we may possibly not have gone as far on followthrough with laboratories and tbe people who work with them as we should have. As John ssld in his opening remark*, that is the very opening of the cucen of tbe people with whom we have to work. A young dxmkt comes Into our plant. He is confronted ia his laboratory with every hazard. 1 ain't think of a hazard that oc cur* in a producing unit that doesn't occur in a laboratory ou a minor sate. The things that he learns in the laboratory and the habits that be develop* axe directly responsi ble Cor tbe actions that be follows through when be goes out into the plant and begins to take over a prodadng unit. I think we have a big job in doing work with these mes ia these preparatory year*. MR. HOYLE: It seems to me we are for tunate tn laboratories as Ear as our safety problems are concerned, bcauac these men are well acquainted with tbe properties and materials they are working with. For that reason our problem is mostly one of making them safety oonsdous, you might say. or at least getting them to the point where they will think about doing things safely. It seems that that is a part of the problem that dr n't get emcied as well as it might in their previous technical training schooling. DR. LONGTIN: I have bees asked to take part is this pood as representing tbe college teaching laboratories, the place where the student often has his first acquaintance with chemistry and chrmlak, I think that U ooe of 1be most important places, because be too often learns to be cards* about hit chemicals at that point. Concerning hazards ia the laboratory. I think the worn hazard, at least in the teach ing laboratory, it the laboratory ioorudor who ha* not tod in safety procedures and bto no lppinriiitriB of dm. 18 35th National Safety Congress, 1947 MR. LUCKY (Alien B. Wrisley Co.): I would like to ask under what conditions you consider goggles should be worn in the laboratory. DR. MEITER: NaiuraUy, there are two methods of eye protection to be used in the laboratory. Either you can have the operation which may produce an eye hazard behind a permanent screen, or you on wear personal protective goggles or face shields. 1 certainly believe that they should be worn when pour* jng corrosive liquids, because you never know when splashes might result and introduce serious eye injury. Then, again, certainly they should always be worn when heating a liquid which might burst the flask. Coming bade to college safety. 1 am just wondering whether that would not be the place to introduce eye protection. For in* stance, one of the first freshman experiments in general chemistry is the generation of hydrogen. All of us wbo have either studied chemistry or taught chemistry know that you can wrap the flask in a towel and per haps. if everything goes right, be fairly safe. But I certainly would like to see some type of eye protection, whether it be goggles or face shields, as part of the laboratory equip ment, such as flasks, test tubes, and so on, and I would like to have our college i .-pre ventative here say a word about that. DR. LONGTIN: In practice, where that is done in the sophmore orgmir laboratory, the goggles soon become dirty .11111 he student pays no attention to them after Uu.t and will not use them. In the freshman laboratory I think that problem would be even greater, because you do not have the opportunity to watch the students In the freshman labor atory. On the other hand. I dont'kiww my. self as many serious needs for it in the fresh* man laboratory as io the advanced types. MR. BELL (Policnit Chemical Worts): I have this question. The new chemist coming to the laboratory, white he is taught a gryat deal about the chemical character of the drugs with which he' works, usually knows nothing as to the toxicology of those drugs. Would It not be good practice for any re search program to include a study of the toxicology of the materials being used? CHAIRMAN SHAW: I think the answer is obviously yes, in capital letters. 1 believe you could take a vote on the answer here, and I think 60 per cent of the >nA would go up. 1 may be very wrong. UR. nri.tOne further question on the same subject. So often it happens that in research work by-products are produced of which little or nothing is known* Should you in such a case stop the research, or should you risk that exposure? MR. HOYLE: Probably the best answc: is that where materials may be made inad vertently, or as by-products, the whole thing should be treated as though it were extremely hazardous, and take all precautions, it is better still to --> that almost anything can happen until you prove otherwise. CHAIRMAN SHAW: It must be assumed that the preparing his mardi pro ject will have worked out all of his reactions and will know what compounds axe going to be formed. I can't conceive of his starting until he does. In that case be should know what is going to be formed and whether or not it is toxic or explosive or flammable or what `not. In our research projects such a study is made of every new project being de veloped before the work proceeds, and if necessary, if we find a bombproof neoearary. we will build a bombproof. Just as Dr. Hoyle rays, we will take extreme precautions before starting. MX. JOHN WALLER (E. L duPont): I hate been waiting for this chance for a long .time. I would like to addrem this question to Dr. Longtin. * Inasmuch as colleges are the training grounds for such things as good behavior as well as chemistry and engineering, and thing* like that, wouldn't it be wise to start, in the interests of safety, this program of wearing goggles and eye protection back in the fresh man course, just to get people used to ibe safe way of doing things? DR. LONGTIN; I think that would be writ if it would accomplish its purpose, bet if it leads the student to have complete dis regard for the wearing of goggles, became he sees that be is doing it when it is net nec essary, then l don't think it would be very effective. It would teach the student then not to use them, rather than to nse them. MR. SETTER (Commonwealth Edison): Has any experience been covered in precau tionary measures where there is a faming off of perchloric adds in booth? Do you gentlemen take any precautionary measures in trying to avert any explosions? DR. MEITER: Rather recently I heard Dr. Chemical Section 19 G. Frederick Smith. President of one of the concerns wbo manufacture perchloric add, talk before the Milwaukee Section of the American Chemical Sodety, and if I recall correctly be said you must be voy careful and not use perchloric add in a hood which may have condensed organic material. So if you use perchloric add in the laboratory you should use that hood for that purpose only, because there is always a possibility of or ganic material subliming in the hood, and as far as I know, explosions have resulted from that source. MR. SETTER: Will ordinary sparks set oS the explosion of the condensed perchloric add? Say you are igniting something over a Bunsen burner and you do have sparks that go off from the hood. Will that ignite the perchloric add? MR. OLSON (Oldbury Electric Chemical Company): There Is a data sheet in MCA-- Manufacturing Chemists* Association--on the use of perchloric aad, which has recently been put out. It is quite thorough in its coverage on both laboratories and otbd places. in answer to your question now. 1 `have seen a sheet put out on the construction of hoods for perchloric acid, in which they were so made that they could be flushed out with water, equipped with sprays to wash them down. MR. HOFFMANN: On at least one occa sion we have had to flush hoods with water in our laboratories. I would hesitate to ray whether that's a good or a standard practice with something that is as unstable as poehlorie add. It worked once, anyway. DR. MEITER: The question is, will sparks MR. JOHN TOZIER (Eastman Kodak ignite a mixture where, say, organic material Company): What is the best method of han has condensed in the hood and you have per. chloric add? Presumably there might be many sources of ignition,' and 1 think there dling solvents that are stored in botllm or safety atns in the laboratories--handling and storing? are also many unknown factors in perchloric MR- HOFFMANN: X think there are as add. In other words, it is impossible to pre many answers as there are people in the room. dict when and bow it does explode; so that I don't believe I would care to see too many 1 still believe it would be wise to use the pre solvents stored in bottles, but rather in the caution where you would use only perchloric standard solvent can with the suitable ground add in the bood and not have it mixed with ing arrangement to throw off static discharged other materials, because most of the per as the material is poured from the can. chloric add explosions have usually resulted Bulk storage would probably be best in an from unknown organic material getting in isolated vault, away from the immediate vi where it was not otherwise suspected. cinity of the laboratory itself. ' MR. SETTER: You mean all laboratories should have a single hood where they da all CHAIRMAN SHAW: I presume the iso lated vault would be vented? tbrir fuming off of perchloric add? MR, HOFFMAN: Certainly. DR. MEITER: Ihat would be doirable. MR. DAVIS (C.IL, Toronto): The last I presume there are many mcrallurgiral laboratories where perchloric is used on a Urge stale and organic materials are not mert, I presume, it would be all right there. Bui where you have the possibility of using or* ganlc materials there is always the possibility of explosion. MR. SETTER: Has anything been done on cleaning out the hoods that had been used for perchloric add? DR. MEITER: That I cannot answer. * speaker answered the question perfectly. If you cannot ground your contents, store >*--- in a storage container. CHAIRMAN SHAW: That storage con tainer should have a flash arrester, something like the double screens? MR. DAVIS: Absolutely. MR. CANE: I think that in a laboratory the greatest question that comes up is the original layout. How much training does a chemist get in laboratory layout? I believe CHAIRMAN SHAW: The last question was, has anything been done about cleaning that if the chemist in his early training were to learn more about the mechanical equip ont the hoods where there may be a deposit of organic materials? Not every laboratory, or not every room, has two hoods. Who ment that he has In his laboratory you could eliminate a great amount of hazard in the laboratory. bwi about the decontaminating of the hoods---the fumes, and so forth? What I mean is this. A chemist going through school understands a great deal of 20 35th National Safety Congress, 1947 the dangers in the chemicals due be b han dling. but 1 have seen many times that the layout of a laboratory in unsafe^ Wbat has been done toward teaching (his to the chemist? In time he may be in a position to construct a laboratory or have a ray in the construction of a laboratory. CHAIRMAN SHAW: Mr. Cane, your ques tion more for action than an answer. The training of chemical engineers in the design and setup of laboratories is under way and is making good progress now. It has taken about fifteen yean to get the ^action going, and it b really making good program. Unfortunately, a lot of our chemists go into old laboratories to start with, which are badly arranged and badly designed. They accept them as being standard, and you have to ""train them and then trgin them over again when you build new laboratories. MR. DEVLIN (Mansanto Chemical Co.): Occasionally 1 wQI find when 1 go into a laboratory (I am a safety engineer), people using, for instance, fluorine. Might it be possible for body to go on record asking the manufacturers of materials such as that to send a copy of tbe latest bulletin along at the time the material is shipped from their plant? CHAIRMAN SHAW: I think a great many chemical companies are doing that. MR. DEVLIN: If they send them to tbe safety director of the company using tbe material, or to a chemist that, is doing a project with it, much of the danger would be- eliminated. CHAIRMAN SHAW: The safety director most reach out and get the material of all the chemical companies and supply bis com pany. Find out what literature they publish: be up on it. Yoo cant wait for it to cmne to you. In the same way you have to be familiar with wbat the boys In tbe laboratory are about to do so that yoo may supply the literature they may need. MR, HOFFMANN: I happen to know what Bob Devlin's problem is. It b a problem which many of us have had in tbe past, and have now. It is a problem to keep up with teseards work that goes oo in our lab oratories, to keep up with the information which we need in order to do a worthwhile job in laboratories. As John and Bob both mentioned, many of the companies producing these materials also produce technical data that ft sent along with tbe materials which they sell to the various companies. Tbe Manufacturing Chon- tsn' Association is doing a pretty good job in developing that kind of information. It is available so tbe safety engineers and to people that handle thoe things. CHAIRMAN SHAW: Harold Mina-, Di rector of Safety of doFoot: You sdl a lot of Awwih T1 over the world. Do you soe ship instnxtiocs. precautionary iiutraakms with your various chemical* which might be dangerous or poisonous or wbat not? MR. MINER: Generally spoking yes, and I am sure all the reputable ebaxtfcal manufacturers send suds information with any unusual r**TMlr*1* which they ship out. We had an aperient* just the other day where some of our chemicals were Involved. Tbe first thing I did when I beard about it was to get tbe group together to make sure that the information given to tbe user cov ered all of tbe known characteristic! of tbe compound. I found that it did and sent them a detailed data sheet. I fed that all reputable manufacturers do. MR. McCUTCHEON: We have talked around tbe point for five minutes, and we still haven't got right to Devlin's question, which I bnfc is a good roe. As I see it. Ids quotiou it M*- Granted that all these companics pot out this information, be wants to be sure that he gets it- Now, as be says, it is the HihbIat over in the corner of tbe labora tory that's using it.-and be may have a lot of territory to cover and be may not get to that corner of tbe laboratory until tbe chemist has it, along with the information that tbe manufacturer has sent out, but he may dis- regard tbe information and go ahead with Ms experiment. ft hm occurred to me that this is a fine opportunity for tbe safety department to wok with the purchasing department. One weed to the purchasing department, and you have information at any time when a new Awwiai b ordered. Certainly no requisi tions, no orders go out of your factory unlea through the purchasing department. If you the purchasing department what you do have information oo. It is a very simple job to check ottx that list whenever they see a strange requisition com ing through. Then you axe on tbe --fling list, so to speak, for information covering that Chemical Se'tion 21 MR. DEVLIN: We put a fellow in the hospital at seven o'clock one night alter be had been handling something which got into the plant without the purchasing department notifying me that it was in. Since then there has been a sound rule put in that evety requisition that goes through tbe purchasing department has to come to me so that ! have a record of k and can follow along tlx information. MR- MINER: The problem is more basic than tbe purchasing department and the safety director, and what have you. It comes right down to tbe responsibility of tbe lab oratory director or management or super vision. It is tbe laboratory director's responsi bility for the safety of his men, whether they axe chemists or bdpen or what not. He is going to make sure that clear dam* to the man who is supervising the chemist using this material, they have full Information of the characteristics of the natcriaL Unless you do that, you can have your requisition sent to the safety director, you can have tbe safety director contact yocur purchasing department and all the other departments, and still you won't get the information out to the men. I just wanted to drive that home. The same thing is true about other types of exposures for the prevention of ocher types of personal injuries. Until yoo have that avumption of responsibility by management and supervision dear down to the man that is working in the ditch, so that be U properly supervised, properly trained, property educated, properly protected, and turn tbe proper protective equipment when he h doing certain things, you wiQ never prevent personal injuries. But when you are organized that way and there is that asumptiro of responsibility for em ployes* safety by management and by man agement staff, yoo cast prevent personal is* juries. I dock care whether it applies to a cbrmwt using some new chemical or trying out tome new process, or digging a ditch, the problem is exaaly the same. CHAIRMAN SHAW: Let us not drift too far bout tbe laboratory. Harold gave you an outline which carries dean out to the outer fence of the whole plant, which is good, but this subject is "Safety in tbe Laboratory." So let's fop thintin| "laboratory" in our pro cedure brae. MR. D. McGELLICUDDY (Rainer, Inc): We have been discussing tbe hazards involved when we have college trained men in our laboratories, both control and research, which we twnpiiie. However. I would like to ask Mr. Hoyle for some observations on training or safety educational work being done with our high school graduates, or people doing tbe menial work in the laboratories, of which we have roughly fifty per cent in that category. Incidentally, that is where we find our accidents occurring. MR- HOYLE: I think what we hope to ac complish is to get the technical supervisor of the laboratory to assume his responsibility for the training of those men, and we hope to bdp him in doing that by haring committees set up whereby each technical man supervis ing these high school graduates and non technical employees, will take some dote during each week or each month, depending on the setup in the laboratory, to meet with those men and rfwu the hazards of their job as they go along: in our laboratories I think it works out my well by having them get together be fore they start a new problem, outlining to them not oniy the work that they are going to do, but bow to do it safely. In other words, we hope to work the job instruction and safety instruction in together. MR. HANN*'OH (National Laboratories): In tbe average chemical laboratory you have a certain amount of chemicals that are rea sonably steady, that you can more or less use over and over again. But in the research lab oratory you can practically go through the book and pick out every chemical that y manufactured, and you attempt to store it and have it available in the event you might want it. Tbe basic problem there is the proper way to store time chemicals when you have an infinite variety of chemical prop erties and characteristics to cope with. Of course, you can break them down into their basic characteristics and roughly get them into that category from tbe fire prevention viewpoint, but I would like to know of any general experience as to the proper storage of large amounts of chemicals infinitely di verse iu their properties. DR. LONGTIN: I wanted to add a ques tion to that-1 would like to find out whether he means large quantities of individual chem icals. or just large number of chemicals in small quantity? DR.' METTER: Right off-hand 1 can only think of a few dangerous chemicals that should not be stored with the others, such r-:>vi- S- 22 35th National Safety Congress, 1947 as metallic sodium and the other metals of that type, and also such dangerous articles as phosphorus. Those should never be stored with the others, because you never know when, a container of metallic sodium, will spill and the liquid evaporate and the metal lic sodium catch fire. The same will hold true for phosphorus, CHAIRMAN SHAW: I once found con centrated nitric add stored on shelve* In Winchester bottles immediately above a can of turpentine. It seemed to me there we had the nuking of fireworks. We changed all that. We went to outside storage and put conflict ing chemicals separately and stored them safely, so that if anything fractured, broke or spilled, there would be no fire or explosion. Avoid putting conflicting chemicals together. Now, as to your storehouse Cor your chem icals. I suppose if you want to have a large line you would have to have a library, an alphabetical storage. MR. WISSWESSER (Wilson Products): Going back to this training ground in the school laboratories, you. Mr. Shaw, and sev eral panel memben emphasized the impor tance of that training ground, and you wrote a very good article on it in' the Journal of Chemical Education on our hazardous chem ical laboratories, which I think should be widely distributed. Three nites that existed when I taught in a laboratory of the chemical, engineering de partment at Cooper Union deserves mention: Pint, instructors or profosoa in charge of the laboratory were told that they were personally legally responsible for any acci dent or injury that occurred in their labora tory class. Second, students had to wear some kind of eye protection all the time they woe work ing around the laboratory bench. They would raise the goggta when they were weighing or writing down their notes, but they had to have either personal pracripdoa glasses or they could purchase various styles- of goggles that the supply room had, or they could go to the Five and Ten if they liked and buy anything at ail. After the second or third lab period they were chased out if they didn't have protective equipment over their eyes. We'emphasize that nobody gets any more than two eyes per life. Third, any unauthorized experimenting brought on immediate expulsion from the course. CHAIRMAN SHAW: Any more questions/ MR. ALSPAUGH (Monsanto Chemical): After redzstQltng solvents to be sure that they are absolutely don: bow can they be stored to that they will be safe and not be then contaminated? If you store them iu glass, you have the chance of brokage. 1 would like to have the opinion or the experience of other people. CHAIRMAN SHAW: Is this in'the labora tory? MR. ALSPAUGH: Right. MR. COBB: We hare that probiai every day, that of very pure solvents that we hare to keep free of conumhaUca. for ray ireaB quantities, a pint or sc. the glare beetle is standard. If you have a lot of three, they should be kept in a separate mere nrekx plenty of fire protection. With luger qwretitles the ainW sted dram hat srerted very well. We find that a greai many there icsls on be kept in a Biinka seed dnw and hoc pick up an appreciable arearere of contamination. In huomedtaze qualities, we have had reasonable ware with tare Ire steel safety care, in every rase. Imimmi r. filling the TM or drum right op to the rep. not allowing any air space. MR. WALTERS (E. I. duftoot): We hare in organic mardi the problem of Coring hinp such as chat, that might pick op peroxida as well as the metal to ia in the fans of a catalyst. My suggestion is to suae there in bottles, but to hare a separate ennuriff around them. Put the bottle in a oa that wilt receive that material if it breaks. MR- COBB: I should have mentioned that. That's excellent. Good standard practice is to set those bottles in enameled or rubber trays that will catch anything if the bottle breaks. .Another point is when you have a material that will pick up oxides, then a reducing agent in many cases can be used la those to keep them from Conning your unstable peroxida. CHAIRMAN SHAW: Anti-freese, rust in hibitors. something like that. MR BELDUSEN (B. F. Goodrich Cheaticsls): I would Uke to ask if anyone bas had any experience in the handling of ketene. What extraordinary precautions do you take? I am given to understand that it is about twenty times more toxic than hydrogen cyanide. Chemical Section 23 CHAIRMAN SHAW: Who knows about thj chemical? MR ISENBERG (Tennessee Eastman): Our experience with ketene is that you don't have much trouble keeping people away from it. Ketene will take care of that. CHAIRMAN SHAW: Well, you wouldn't use it indoors, would you, if it's twenty times as poisonous as hydrogen cyanide? MR HOFFMANN: What is this ketene? Cu you give us any idea of what the chem ical formulation of this stuff is, or what it is used for? I don't real! ever having hard of U. We have a bad actor or two in our list which 1 thought was comparable to hydrogen cyanide, but if ketene is wotsc, I would like to know about it. MR ISENBERG: If it had mote desirable properties, it would make a good war gas. MR HOFFMANN: Spoking boa a safety philosophical angle. I can't imagine any kind of a compound that cant be successfully handled if you know what it's going to do. Years ago we were told that we couldn't handle certain things successfully; they were oooridered to be bad actors and they were frowned on and people were scared of them.' Three same things are being handled today successfully in large quantities, because we have learned to nxognlze that things will cause trouble and we have learned to guard against those troubles. I think we can handle hydrogen cyanide because we know what It can do: we can handle benzol because we know what we have to do to prevent, the hazards of benzol. This ketene stuff may be a very fine war gas if it had certain qualities. We know it's a bad aaor. Certainly ire should be able to deter mine what type of respiration is needed, what kind of skin protection. If we don't know I think we had better dam well quick out. But if there are some known properties, if we know it's a bod actor, it can probably be bandied sncoBBfuUy If all the precautions re quired for a bad acting chemical are fol lowed, CHAIRMAN SHAW: Somebody said, when you are going to do a job and you ckm't know what the hazards are, take the extreme precautions. Then you can relax and take off some of the precautions as you find such action justified. It seems to me your proce dure with this one should be tbe same as you would do ia your own research. You have to get some animals, guinea pigs, to get some laboratory work done. WEDNESDAY AFTERNOON SESSION October 8, 1947 Presiding: ALLEN L COBB, Supervisor of Safety and Fire Prevention, Eastman Company. Unstable Compounds By DR. L. T- ROLL Eastman Kodak Company The dirt-gardener daxafiq a weed as a "plant out of place.** t should Uke to make an analogy and ay that an unstable com pound is one that tats at the wrong time or place. Tbe reactivity which makes a com pound unstable Is generally tbe property which we Uke to use in syiuhcpriag new products. A coinpound which Is too stable is practically usdas In organic synthesis, be cause It cannot be reed in reactions. Tbe problem of preventing untimely reactions is therefore a matta of keeping the material within prescribed limits of temperature, pres- sure and humidity, and out of contact with certain other substances. The "know-how" includes a knowledge of the safe limits of the physical conditions and the types of con tacting materials to be avoided. This knowl edge is gained from the recorded experi ments and experiences of demists since chemistry began. Unfortunately some of this ha* to be relearned quite painfully. Perhaps X can best tell some method* of control by describing what we do in the Syn thetic Chonistry Department, which is port of tbe Research Division of Eastman Kodak ' 1x jEZ i 24 35th National Safety Congress, 1947 Company, garb cue of 50 chemlttt average* more than two reactloai daily involving the use of two or more chemicals. This is more than *$<ooo different reactions annually. Naturally this baa given considerable oppor tunity to observe and control the reaction of chemicals. For obvious reasons, mostly com mercial, wc have limited ourselves to starting materials and final products which are ruble under ordinary-conditions of storage. Our fhfni}n, however, prepare and use any un stable (ttennediate which may be necessary for the dnal product. Before any cbemicals are stored in our stock room, they are tested by a rhrmist for Identity and quality. If there is any question about either, the lot remains in the receiving room or out-of-doors until the matter is de cided. After the testing laboratory has given its approval, the chemical is stored in one of ten rooms in the stock room building. Each room is protected by self-dosing fire doots, sprinklers, and explosion-type sash. The steel shelving is perforated for better sprinkler protection. In addition, there are several special storage rooms, such as a hoc room for low-mdting solids, a cold room (or very volatile mate rials, a special room (or mcdidnals, a locked room for known expkmrcs such as piaic add, T.N.Th trinitroraordnol, etc, a room for dustv materiaIs such as carbon, lime, etc, and a reinforced concrete-walled room for a few solvents. The bulk of the solvents, in cluding all the organic liquids which are stored in jjo-gat. drums, are on racks outof-doors. The chief function of the stock room ts the distribution of chemicals to the chemists for manufacturing pnrpoms. to Kodak Park for use in pbotogrtphle goods and in. research, and to outside customers. Orders are filled from stock bottles by men provided with goggles, gloves, overalls, and jackets. Each bottle or other container for the customer b provided with exactly the same label as that on the stock container. In no instance are the stock room daks allowed to mix chemicals. An additional function of the stock room is the grinding and sifting of a Urge number of chemicals. The equipment very simple, consisting of Quaker mills and ribrating sieves, since each port must be thoroughly cleaned and dried after each operation. The work is done in a reinforced concrete-walled room which is well ventilated. The house keeping in this room is of a high order to avoid the accumulation of chemical dusts. The entire Synthetic Chemistry Depart ment has the benefit of the general supervi sion of the Kodak Park Safety Department. This Includes semi-annual inspections of our department with recrmtpendatlons for safe practices, general safety lectures and demon strations to the sew employees, distribution of safety information, and investigation and reports of accidents. fa addition, we have periodic factory inspection by undo-writers, N. Y. State labor representatives and boiler inspectors. Tbe Kodak, Park Ifafftil Depart ment makes semi-annual blood and urine tests on all the chemists, plus special tests on chemists during the time they are working on certain type of compounds, such as ben zene and carbon tetrachloride. The manufacturing laboratories are de signed fofr one to five cbetahta. Each room cwp or more exits, each fitted with a fire alarm button, shower, gas shut-off valve, and carbon dioxide Ere extinguisher. Other Items of safety equipment. Including larger extin guishers, more showers, blankets, gas masks, are located In ttmtegk spots around the de partment. chemist is furnished overalls --are not desirable because the loose folds catch in equipment, most of which is on the floor--jackets with long sleeve, gog gles, gloves, and In certain cases, shoes. The riQthing is washed daily. The goggle, which are a vp--fsi type of tempered glass, must be worn dazing wotting boors. Hast of these are premntioos for the unexpected reaction at for srridmti doe to mechanical failure. The protection provided for the personnel might be considered as a control measure to prevent reactive thtmkik from contacting ocher substances. humau skin. Sococ specific examples might be died to show posable general control measures that can be applied by the chemist. Nitra tion and sulfooatioa reactions are generally carried out at predetermined temperatures. It, for some reason, the temperature exceeds the upper limit, the reaction rate may in crease to anefa as rxzesc that it becomes vio lent. More cooling dotlog the initial temper ature rise is indicated. TUs may ** done fay adding crushed dry k direaly to the add mixture. Dry ire acts bat as a rapid coolant in strong arid wlwka, or in organic solvents. Wats Is one of the saost convenient mate Chemical Section 25 ' rials for the control of reactions by dilution. Some nitxatSoos and tnlfonations can be car ried out safely at higher temperatures with dilute adds. A more writing *v*wip! of the moderating effect of water is the so-callal Skraups reaction used for the preparation of quinoline. A mixture of wi`ltra^ oitrobenzroe. glycerol, iron-sulfate, and sulfuric arid Is heated to 140*0 to initiate a reaction which is extremely vigorous. This violence can be reduced by adding a towIT at water to the mixture before >w*tg- In a manner, hydrazine, which is one of the con stituents of rocket fuels, cm be used in less violent reactions In tbe laboratory by dilut ing with water. All dye-chemists realize the Minw* muta bility of dxazooitua compounds which are intermediates In the preparation of aro dyes. These are nearly always made in water solu tion and converted into dyes while they *tt are in the aqueous solution. Those wrehl* diaxo intosicdiates which any be Isolated are not allowed to become dry. In the some manner, the metallic aoetytides which are reed extensively in the acety lene chemfrtiy recently practiced in Germany, are srebillnrvT, with water. When zinc dtut is used for reduction, and in the'preseace of organic material, it readily oxidizes on exposure to air. Tbe beat gen erated is suSrieac to ignite the mass. Prompt dilution with water it a simple wwtMv| of control. The ultimate disposal of this sludge consists in *M>*"*Bg or spreading in *M" layers to allow the beat to dissipate harmlessly. There are some Instance*, however, where the presence of water say introduce a hazard. A mixture of sodium nitrite and. sodium hfodfite ** relatively inactive in tbe dry state. The addition of water will induce a reaction with the evolution of so much heat or ganic matoial present, such as paper, will ignite and water will be converted to steam. Metallic sodium ts bandied safely in large quantities in dosed systems. In thy pilotplant scale, tiring from one to fifty pounds of sodjum. it is sometimes difficult to prepare the metal in a fine state of division without the collection of moisture. We have used an ordinary meat sheer to make slices very rapidly from a^ lb. cakes. Oftentimes cbemicals arc unstable because of tbe impurities they contain. Ethers such as diethyl ether, dioxane, etc, are quite likely to contain peroxides if stored in the presence of air. Them peroxides explode violently if heated. Tbe best method of control is to test all Jots ot ethers for peroxides by suitable chemical means. U present, they should be destroyed with alkali or ferrous sulfate before the ether is heated. Crude organic nitro compounds or nearly always amtain higher analogs which ate more unstable at high temperatures the original compound. When Homing materials, tbe volume of residue should not be allowed to become too *'!. in order to avoid a poatible vigorous decomposition re action. We are careful about ,ir j0 hot residues from Some material* are stabilised by the addi tion of an impurity. Certain chlorinated hy drocarbons decompose slowly under normal Korege conditions by the splitting oat of hydrogen chloride gas. in dared containers, the rewriting pressure iocrsk rmninna t hazard. The of a ----*> percentage of ethyl alcohol, or betttr an iwin^ m,h diphenytamine will iehihif such decomposi tion. Large quantities of the chemical were used In stabaiting military cxplocim. The fareping examples are typical of the knowledge and practice of a chemist in han dling so-called unstable compounds. Tbe best solution 1 can offer on bow to handle amiable materials is to employ a competent chemist. ^6 35th National Safety Congress, 1947 WEDNESDAY AFTERNOON SESSION October 8. 1947 Joint Session with Marine Section Presiding: CAPT. ROY L. RANEY, Am. Chief. Ofitae of Merchant Marine Safety. U. S. Coast Guard Lessons Learned from the Texas City Disaster L Marine Phases By WILLIAM T. BUTLER Chief. Hazard Prevention Section. Merchant Vessel Inspection Service. United States Coast Guard In both the assignment and acceptance of ' the title of this paper, "Lessons Learned from the Texas City Disaster** it is now believed that more care should have been exercised inasmuch as one might question statements that any lessons have been learned. A truer descriptive name would be "Lessons that Can be Learned from the Texas City Disaster." The Texas City Disaster was a terrible casualty and all the mote so because with ordinary cate it could have been avoided, and. furthermore, after the fire was discovered, proper 5re-extinguishing procedure would hare probably prevented the explosion. To you ladies and gentlemen, members of the National Safety Council interested in pre vention of accidents, the foregoing statement is indeed a familiar one. It is equivalent to the sorrowful one--"I did not know fh* gun was loaded," That you may understand the sequence of events leading up to and through the occur rence of April tO, 1947, permit me to digrew tong enough to state the circumstances: Prior to April 16 the French SS GRANDGAMP, moored at Pier "O'* in the port of Texas City, Tern* had been loaded with approximately >,541 ions of ammonium nitrate fertilizer, about 1459 tons in No. a lower bold, and 88a tons in No. 4 lower hold. This loading began April si. Prior to April si the American SS HIGH FLYER had received a cargo of ammonium nitrate fertilizer at the same Pies "O" " totaling gfit tons of ammonium nitrate fertilizer. Alter receiving this cargo the SS HIGH FLYER was moved from Pier "O" to the slip alongside Pier "A." This pier "A" slip was about 600 to 800 feet south of Pier "O." This change of berths was made to permit the SS GRANDCAMP to moor at Pier "O'* and the SS HIGH FLYER to take on additional cargo, consisting principally of ."knock-down" railroad box can. On April 15 the longshoremen knocked off loading the SS GRANDCAMP at 5:00 pm. and secured die hatches. At 8:00 am. on the :6th the No. 4 hatch was opened prior to resumption of loading. No smoke or fire was visible at that time. About 8:10 am. eight, stevedores (two crews) entoed No. 4 lower bold. A drab of bags of fertilizer was sitting on top the cargo and in the square oCdbc hatch, where it bad been left the night before when work stopped. One crew at four men began to stow these bags a their proper tootloa In the hold. "The other crew of four men sat down to await the ant draft from the topside. About 8: so ul stevedores noticed smoke tacuing at the top of the stowage. The smoke was at the side of the ship and was coming up in a free space formed by the frames of the vessel and the shell and cargo butoa. Attempts woe made to extinguish the fire with drinking water and hand fire extinguishers. Apparently the fire seemed to subride but shortly more smoke was no ticed between ocher frame spaces, both for ward and aft of the original location. A ship's fire hose was lowered into the hold but the first mate ordeted no water be osed, stating it would damage the cargo. The fire, which apparently was occurring low down in (be stowage of the textiliacr, appeared to be spreading with much more smoke ireilng. Orders were issued for per- Chemical Section 27 wand to evacuate the hold. With all per sonnel safely on deck, orders were issued to blank off the vcstHators, put the hatch corns in place; cover them with the hatch tarpaulin, and batten down the hatch. In tbe meantime an alarm was sounded, exact method undetermined, and twenty-seven volumes* of the Texas City Fire Depart ment responded with their equipment. Fol lowing the sealing of the lutdt and ventila tors the shipk steam smothering system, fitted in bolds of ships for fire-extinguish ing purposes, was turned on. Pressure gen erated by the products of decomposidoa tipped a corner of the tarpaulin and blew of a few of the Individual hatch covers, and judging by the pressure exerted and the amount of smoke issuing from the bold, it css be assumed the fire was spreading and increasing in intensity at a very rapid rate. Ofp alongside Pier "A.** tbe master of tb vessel, caking cognizance of tbe fact tha the S6 GRANDCAMP was inrotred In ; fire with smoke being carried by the wind directly 3cross his vessel, issued orders b cease further loading, bauen down tb hatches, sauae fire stations, and wet dowi tarpaulins and other exposed combustibk material on board his vessel. This apparent ty was doue ia a muszcxory maimer. Upon arrival on the pier alongside Um S$ CRANDCAMP. tbe local fire depart merit put faith its bat efforts to aid Iq thi of the fire. Tbe our of tlw SS GRANDCAICT had been ordered ashore to it la aaumed that very little, if any, aid was nctind by tbe local fire department from the crew of the vessel. Az approximately 9:15 a.m. the cargo in No. 4 hold on the SS GRANDCAMP detonated. Whhfa 300 ted eC Um SS GRANDCAMP to tb* worth ward were certain buildings of the Mnminfri Chemical Company plant, This ptanc manufactures styrene and the process of manufacture Involves the use oi petroleum products of high volatility. Tbe buildings of tb* chemical plant nearest the SS GRANDCAMP offered surface exposures to the blast and tbe immediate damage in flicted ob these buildings gives an indica tion of the tremendous pressures evolved. The mschine shop, the warehouse, and the choc building* bore the brunt of the ex plosive wave. The storage tanks, tbe piping and tbe fractionation towers suffered severe damage from the blast and woe punctured and ruptured by missiles consisting oi frag ments of the vessel. Naturally these storage tanks and pipe lioes carrying flammable liquids, when ruptured, released vapor pos sessing a very low ignition point, and such vapor, either by the influence of the heated i--a* mechanical sparks caused by rupture or tearing effects, ignited. It ap pears that some tow order captations oc curred ui accumulations d neb vapor and the escape from storage tanks continued to bean Cor some days thereafter. It is be lieved that the principal toss of life in the Monsanto Chemical plant occurred imme diately fallowing, and as a result of the detonation of tbe cargo on the SS GRAND CAMP. The low order explosions and sub sequent fire did not materially add to the hiy outside the Monsanto plant caused by tbe initial detooadoQ. At the iwe of tbe detonation of the SS GRANDCBAMP, the SS H1CH FLYER sustained coaridarable damage. Hatch cov en wove blown off the cargo hatches; some apparently bring blown overboard, others landed 00 tbe deck, while others dropped into the bold. Light structural parti o( houses above deck were distorted. Doors were jammed in open or shut position, in terior divhfao bulkheads were warped, fur niture was displaced, steam Una were started, moorfag lines were parted, and the teasel was terdbly driven sidewise across (he slip until it fouled the SS WILSON B. KEENE, which was moored to Pier "B** on the opposite tide of -the slip. The master of the vessel, severely injured, mustered bis crew and found that others of the crew were also injured. He issued orders to take care of the injured, have their wounds drosed or lake them ashore, and otherwise endeavored to organise his veaseL Alter one hour of such emergency work be issued fattructiocB Cm his crew to leave the ship and retire to a safe location ashore. After leaving tbe SS GRANDCAMP, (he crew, with the exception of seven member*, remained on the dock, watching the fire department figfri the fire. The seven mem bers mentioned walked around tbe opposite tide of tbe warehouse and proceeded to a lunch room about too feet Inshore of tbe head of the slip; osteswibly to purchase dg- .' -SHiOmI! .28 35th National Safety Congress, 1947 . arettes.. When the explotion occurred all persons on the dock or the ship; including the entire twenty-seven volunteer firemen, were killed, with the exception of three or four persons who were standing about at the land end of the pier. The roidCBtial aret of Texas City suf fered considerable structural damage from the effect of the blast. All (bus within a radius of a mile was. shattered. The roofs and walls of many buildings and homo were caved in or dangerously distorted. The scene was one of chaos. As quickly as possible -***-* endeavored to organize relief. With fire dqanacat personnel killed and all equipment demolished, do immediate effort could be made to combat the fire in the port area. Missiles Crons the SS CHANDCUfP pieced oQ storage tanks, igniting the flammable Tarpon, thus spread ing and compounding the hazard la the area. It was evident that no emergency plan or plan and U appears that early effuets to organize relief proceeded slowly and without organized direction. Nearby cities, of (bdr own volition, went to the aid of the stricken people. The Army and the Coast Guard immediately orgtaited and dispatched all poanble men and equipment for relief. The Red Grow ap peared in an miramloos short space of time aod rendered yeoman service; The Texas Rangers responded and were a tre mendous asset in veering up order in the the voeL These representatives came from I Galveston by automobile, aad when reach ing the ttrtcfcm area they were denied further progress by the hastily aligned guards, with the explanation that pemons were not permitted to proceed into the devastated area. Upon an appeal by tele phone from the Vice-President of the Texas City Terminal Company at 8m pan. that enaiog Lykcs Brothers organized a xuistiOQ which proceeded to Texas City from Galveston on board two towboats in an effort to move the SS HIGH FLYER. It appears that the custom is that port was to me the ship's anchor when mooring a vessel and ate such mooring the anchor of the SS HIGH FLYER was left down. The minion, before attempting u> move the SS HIGH FLYER, burned the anchor chain to free the wad A onr of several port captains and other personnel boarded the SC HIGH FLYER and attempted to aid in moving the vtsoeL The two tugs, after ratich effort, were unable to move the SS HIGH FLYER, mid at approximately io us, April 17. the tfixt was abandoned. At 1:15 ix. the ammoahm nitrate fer tiliser cargo oe boodtfeSHICB FLYER Artdmtwi in addition to ihmujing the SS HIGH FLYER, the after hoQ, the ea giae room, and the No. $ bold of the SS WHSON B. KEENE were also destroyed. Mimics from the cipkxfam qaead fire over the renaming area of the waterfront eouth of Pkx "A." wrecked the grain denlor at Without benefit of any organized fire- ` figuring Borne or equipment, the heroic eSorts of individuals entering the devastat ed area and rescuing those still alive are deserving of great praise. The entire watcrtroat area from the Monsanto Chemical plant on the north through warehouses "O," "A" and "B" was afire. The contents of the various wrecked warehouses fur nished material for the conflagration. At 6:oo pan. an mliJUrd man of the Coast Guard, accompanied by several other mem bers of a scurdung party, boarded the SS HIGH FLYER and discovered that a cargo of 1*050 Was of sulfur was afire in No. a hold of ship. One indAfm emphasiz ing lade of organised <*-->*' Snrti was the attempt of Lykcs Brothers Steam ship Company to get several representatives down to its vemei, the SS HIGH FLYER, to see what could be done about moving the head of the slip, seriously damaged three warehouses, set fire to off storage tanks, and to above ground oQ pipe lire in the aim to the south and southwest. efforts ou the part of fire-fighting crews of the off rtorage com punks aod refinesfee swxwded in limit ing the amount of damage in these famlla(ions, although the fires continued to bum for several day* thereafter. Other off refineries ia TCxata. open hearing f the dis aster at Texas City, dispatched trained fixe fightg* aod equipment to anot in oxabating the danger. Firm continued to bum at a progressively dhninhfaiDg rate fior about four days. The most reliable figure of lorn of life ` was set at 4S8. pins over too gristing. It ft v-ti.ixmd that more * 3*000 were in jured. Property damage and contingent lames are otianted at 967*ooo*oqojbo Chemical Section 29 The hazards of ammonium nitrate fertilizer, which Is basically ammonium nitrate, as it cocoat* of 95% ammonium nitrate, had been evaluated by several competent agenera. It was noc believed that any set of ctrenmstaDces encountered in transportation of rbt sub stance could result- in en masse detonation. There have been outstanding experiences in land storage of ammonium nitrate and am monium nitrate fiertiliaer being involved fat fires, and in no inrtaocc did such involve ment end in en masre daonation or even loworder exploticu. Regulation* governing their transportation on board vends, fat effect since water "Under cooditions of exposure to tem peratures above 400* F, rapid deomnporitkm and ignition may occur with evolution of beat. Under exposure to severe shock detonation ft ponTble, although not prob able under conditions of transportation." Needfeas to my, tire experience on board, the SS GRANDCAMF, tire S$ HIGH FLYER, and later the SS OCEAN LIBERTY at Brest, France gave positive proof that it is postible to cn mm detonate ammoefom nitrate fer tilizer. However. It appear* definitely estab lished that this is accomplished in cargo oo board vessels only by effecting a change in the chemical stability of the fertilizer by means of fire and by cwofiniog the substance la a hlrty tight compartment while it ft la- votvad in the fixe* and by haring a suddent mam of |fe |,i w. When the fmdfter **---* involved in a fire on the SS GKANDCA1CF. three grievous errors were made (t) by not wring water in volume co extinguish dm fire faa its early sages; (s) by tending off the radiators and closing the batch with Its wooden cuius and tsrpeatfn^ aad (3) incrcnsg the tem perarare of the cargo by the Introduction of steam into the tightly diaacd bold of the va se!: thaefay accelerating the decomporitioa of tbe ammonium fertilizer and hasten ing the detonation. This axe art of errors re made on the SS OCEAN LIBERTY at Brat, France when fire was dftcom.nl on that teaeL Thft fire, ta my cprrrioa. first occurred in cargo stowed in the tween deck bold and beat was tzanantiued through tbe twees deck at wfirifrt temperature to cause ignition of paper lag ooutaioexs of ammonium nitrate fertilizer in the bold below. The above described error* were not faaon in tbe explosion oo board tbe SS HIGH FLYER. The ammonium nitrate was stowed in lower bold No. 5 on this vend, In lower bold No. x. adjacent to bold No. 3. there were Mowed 1/150 too* of bulk sulfur. We know there was fire in the bulk sulfur at 6:00 pja. and we also know that there was fire io the nitrate cargo at 11:00 pan. It is believed that admixture with sulfur hastened tbe detona tion. Tests so far conducted confirm this. As for "Lessons that may be from thft Casualty" (1) ADVANCE DISSEMINATION OF INFORMATION - Manufacturer* of sub stances or articles by regulations as dangooos should diiwemtnate complete in formation, in advance of shipment, as to the hazard nmxfsird with their products. Ship- pos of such articles should advfte airier* of this hsmrd u the time they book space. Curias should Inform their pasoand of this hazard and of aaloe to be taken fas an esaesgosev. Alert manufacturers, ascertain any and all pnn-wrist hazards aaotiated with their products and provide the information to intercued persons upon request. This pro cedure may be improved open by diseeminatiog the reformation thioogh bade papers or otherwise making it generally available without waiting for penous to faquoc it. Shippezs (whether they be tbe manufacturers or freight forwarders) are required by Dangerous Cargo Regulation* to advfte the carriers of tbe hazard asso ciated with the shipments being offered. Carriers are morally obligated U) inform their personnel of harards modited with the substance* bring carried. Admiralty law courts, both in England and In thft coun try. base held hs> the carrier ft responsible for knowing all of the prerandone to be taken fas the transportation of dangerous articles of commerces The Coast Guard Board of bnotiplioo of tbe Texas City disaster found that hard ly without exception all petsons associated with the shipment, the stowage and tbe transportation of tbe ammonium nitrate fertilize showed a lack of Information re garding its hazard, or provisions of regula tions governing its transportation. The action of tbe oAcm of the French SS GRANDCAMF in their attempts to con trol and extinguish thft fire was exactly wrong in doting the hatches, blanking off the ventibion, and ordering that water io 30 Chemical Section volume not be applied to tbe fire. More or lea tbe same procedure was followed in (lie casualty involving tbe SS OCEAN LIBERTY at Brest. Fiance. (*) SUITABILITY OF EQUIPMENT AND FACILITY -- Equipment used in transportation and fadlitio used in ban* riling and Stonge should be tollable for the purpose. Railroad equipment, and tbe ship which is used for transportation of dangerous cargo should be of proper design and maintained in suds condition a* to afford safety in transportation. (S) SKILLED SUPERVISING PERSON NEL--Tbe earner should supervise the handling, storage, and stowage ol tbe dan gerous articles while in his custody. Managers, foremen, steredora. freight booking agents, and ships* officers should possess complete information about the hazard associated with the cargo they are carrying; thus qualifying them to supervise tbe handling, storage, stowage, and trans portation of tbe material. <4) PORT FACILITIES--Port facilities should be of a design and be maintained to fit tbe needs of the activities being con ducted. This goes beyond the mere design erf tbe facility. With tbe exception of certain port facilities for handling oil and others for handling cool, grain, ore and like bulk commodities, vessels using run of tbe port facilities often find themselves in locations which compound tbe normal faarard. Sev eral poets in this country have been, laid out, apparently without too muds regard for safety in operation. Water areas are small, pier* and wbarret ate built so dose there is no extra room for maneuvering vessels. The ame facilities that are used for general cargo arc also used for transfer of flammable liquid cargoes in bulk, resi dential areas are dose up to the working areas of tbe port, towing vcSKb.axe not, present or immediately available, manufac turing plants are also operating In tbe im mediate vidnity of the pien, proper fire- prevention plans, fire-alarm systems, and fire-extinguishing equipment with trained personnel are ladting, thus creating an ex cessive hazard. One such port Is alert to this hazard, and in all fairness it must be slated, it is doing its best to counteract tbe danger inherent in its operation. By bitiff expetiaur roadenti of alia fn this country lave. learned to protect their investments and their comfort by the adop tion of rotting ordinances. Admitting tbe coning ordinance is ncta too per cent solu tion, it, nevertheless, does provide a vchide to accomplish its ends.. Tbe development of the ports of this country has generally been a competitive matter. Many of lbe Urge ports began, a number of years ago. to correct this by instituting orderly proce dures and plans, and in some balances this has entailed an expensive operation is overcoming tbe earlier and pro viding for otderty safe development in tbe future. There are other pom, however, that have never attempted any suds selfpolicing, with tbe result that the simplest operation In these pom Is fraught with danger. The core in this instance ties with the state or municipal authority. <5) DISASTER PLAN--The local au thority in each poet should prepare a dis- aster'plan which could be put into effect in an emergency, thus preventing excess damage, and needless loss of life when an emergency arises. <6) -TRANSPORTATION OF DAN GEROUS ARTICLES-Some local authori ties hare a core which will prevent assy casualty occurring fn their pom. This cure is simple. They are prohibiting tbe trans portation of any dangerous article through ports within their jurisdiction. This is an effective core but it is not an intelligent approach to the problem, 'There are more than ifioo named axtids of a dangerous nature moving in ujmmerer every day. These articles are required for ihe preservation of life, foe protecting tbe health of tbe people, for preservation of foodstuffs, and for othff creature axnfbvts, not to mention snides needed for tbe security of the country. Tbe economy of this country' is intimately boaod up with the availability of many of tbe so-called dangerous substances. Tbe proper approach to this problem is to find ways and means of expediting this transportation, surround ing such transportation by safeguards which if obssred will insure that no cas ualty occurs. A cooperative approach to tills problem on tbe part of industry, car riers, port authorities, read owners, and state and fedoal governments can accom plish this end. However, the approach must Chemical Section 31 be cooperative, honest, and the enforce ment reaL (7) EDUCATING PERSONNEL - Alt pasonnel Ukcly to be involved In the han dling or transportation of dangerous ax- tides should be to the hazards associated with this transportation, and also to the proper actios to be taken la aa emergency. One of the defideodes canting at pres ent is tbe fact that while nodi informa tion Is available with itlen.ixe to inherent hazard, it is not always available in such form that tbe persons muctiucil are cogniz ant of it. An agency duipd with tbe dory of correlating all correct peitimut iafctmadoa with idcnjct to tbe bawd involved. and by Uaboe *--**+ --v--g informa tion available, in advance; to persons tikefy to need such information, would, dimioaie tbe situation of lack of knewldge of rule or correct procedure. Fffhapa the fine re action is this should be a government func tion. but let ns stop and mnridrr whether industry and carriers alike could net pro vide a better ** for such a purpose. Tbe progress made in -alery-fim workfar personnel received its greatest jmpvrov when industry derided to put its own Nurw in order. Perhaps char would be the bett approach to this problem. Without such a program it Is a certainty that such as that as Texas City and other- outode of my partialfar field wilt continue u> occur, and when they do occur, we are very liable to find oruwher operating niwfer Icghlatioa or regulatfam promulgated un der tbe wress of emotion. This is not a good approach to a solotfoo of tbe prob lem. (8) A FINAL CAUTION -- Casualties such as that occurring at Texas Gey are shocking to the sympathies of the Ameri can people. Newspapers are ptooe to de vote considerable attention with exaggraated descriptions, eye wttnos stories; and opinions not always founded on facts. This is not aid with any critical intent. Una normal, natural reaction, and certainly the newspapos cannot stop to evaluate the accuracy, especially of statements made by persons supposedly having a knowledge of the subject. Ia this connection I am re minded of an editorial appearing in -Chem ical Engineering- in May 1947. which, after expressing sympathy for the people of Texas City, goes on to say; -Our sympathies In much i>-t meas ure also go out to those orada from At lantic City and elsewhere who over-night became experts on the crplegibility of ammonium nitrate. Over the radio and in the syndicated coinmns aune many weird announcements. Sadly, we were , reminded of our own rather immature outgivings of more than 1$ years ago when following the great Oppau explo sion in September igai, are penned an editorial entitled "Facts and Fancies About Ammonium Nitrate.- We think we learned a leases. Certainly the result ing series of conferences with federal and state olfin'ah, insurance inspectors and explosives manufacturers taught us that solid facts are better than Setting fancies m a foundation for editorial axasaoit.- It was heartening to read this under the sums of similar experience following Texas City. However, the misinformtion about ammonium nitrate fertilizer, and circum stances of these arplosfoet that have been published are regretted. Tbe Commandant of the Coast Guard rec ommended to the Secretary of the Treasury that in view of tbe known facta, up to that time ascertained, it appeared that further technical research was necessary with refer' cnee to ascertaining an of tbe hazard in con nection with the transportation of ammonium nitrate fertiliser. Tbe Secretary of the Treas ury concurred with the recommendation and invited certain agencies to designate repre sentatives to such a committee. Acceptances were received from the Deportments of Treas ury. War. Navy, busier. Agriculture, and Commerce, the Interstate Commerce Com mission, tbe Maritime Commisrioo, and the Bureau of Explosives of the Association of Americas Railroads. The State Department also named an observer inasmuch as hfo de portment has a collateral interest in the ship ment of ammonium nitrate fertilizer for the relief of devastated countrio. This committer has been meeting in frequent sentans tinre July 7, 1947 and has published Pan I of its report which deals principally with tbe trans portation of this produa 00 board vessels. nFarts and 1H of its report will be pub lished shortly. Part Q enroinpami land trans portation and storage. Part m will mnuln 32 35th National Safety Congress, 1947 result* of physiol and chemical tests of am monium nitrate fertilizer, with comparative test* of commercial ammonium nitrate. It U the committee's objective to provide factual information in connection with this wbemrr and make recommendations to increase its safety in manufacture, packaging, land trans portation, handling, stowage, and use. liMmi teamed From the Texa* Cit? Disaster IT. Chosnical Plant Phases By J. J. HOFFMAN Safety Director. Monsanto Chemical Company Being safety engineer X believe that 1 can foresee the things you would like disoiBed and the information that you would tike to take bade to your plants. X am sure that since the Teas City dinner you hare asked yourself, as we have: What could bare been dooe to prevent the blast? What could have been done to lessen the terrific destruction of such a blast and the resulting fires and chaos? Could the plant buildings have been de signed differently or located in a different pattern? Could the installation, of sprinkler sys tems and foam systems have been designed more efficiently? Was the fire fighting apparatus efficient; and if not, what additional equipment was needed? Was there an adequate supply of emer gency equipment--gas masks, fire blankets, asbestos suits, gloves, etc? Were the fiie and emergency crews ade quate and were they efficiently trained? How do people react in the Eaee of suds a catastrophe? What rescue and recovery procedures .were set up after the blast, and how did they function? How about a permanent disaster organ- iratioo? These and many other questions of like nature had to be answered as we progresud with the reconstruction of our Texas City Plant. Let' us tiwm one at a time and dhctm them in the light of the knowledge we gained at Teas City. The question of "What could have been done to prevent the blast** win be discussed by Mr. Butler of the Coast Guard so in not attempt to go into this but will rather confine, myself fa> the Monsanto phase of the situation. First "Could the buddings have been de signed more eBrieatly or located in a differ ent pattern so that the destroctioa would have been reduced or eUmhatrd? In evoy area of the country engineering principles are applied so at to control ex isting- local exposures. In some anas earth quakes have to be considered--in other areas, cyclones or tornados. ATTexas City the plant was designed to withstand the force of hur ricanes. In 190 U went through a hurricane during, which the wind velocity reached some igg ! per hour. Under this terrific force the phot did not suffer in the'slightest, the only damage being a paint loss doe to the abrarive action of the wind and sand on the f,pnwt seed work. So change of design does doc seem to hare been indicated: the build ings and equipment witlneood the forces for which they woe domed. Locating the buildings in a ifilntot^attern would doc hare helped the rinadoo. There ms do area of the plane that was free from the destructive force of the fafasa. Second "Gould the sprinkler and foam sys tems have been improved upon? Bear hi mind that this plant was buift sa >9f*-4S and that the most modern, efftient syrionu available were installed. Whether or not they would have functioned in accordance with their specifications is not known. They bad no chance to operate. All service Baa and power were immediately cut off by the Mast, and the systems tfwin--I--a blown apart. "Was the fire fighting appeals adequate?** Again the equipment at this plane was of the most motion design; and we fed that it was entirely adequate, as it had ftsnctioped successfully in the past. The apparatus had no opportunity to prove its nmfislocat be Chemical Section 33 cause it was blown apart and rendered com pletely.inoperative. By the one token supplies of emergency equipment, gas masks, fire blankets, asbestos suits, gloves, etc. were destroyed and buried or^rendered useless by the initial force of tbr blast. "Were the fire crews and emergency crews adequate? Woe they (fidmlly trained?** In our opinion the fire and emergency crews at this plant were the fiiwvt in the country. They had absolutely no dance to prove their worth for (he mat part, practically ail of them vac other killed or so severely injured that they could not func tion the initwi blast. So orach for the duration as it appeared before and immediately after the blast. Noth ing either of a mechanical or of a human nature had an opportunity to (traction is a normal way; and, acawdiafpy, we are unable to place our finger on ranch that can be changed or corrected In the light of the ex perience we gained at that time. "How do people act la the face of such a catastrophe?" From my observation the morning follow ing the blast I on truthfully my t I have never seen such hemic seif-disregard on the part of people. Emyooe was anxious to do something to hdp-ifl many cases three who wanted to help were suffering turn severe injuries and needed bcip ihiMilm Nevatbekm they spent long hums >ifiq people who woe lew fortunate than rtir--rim Briefly the rituarioo ...........* u> be that an muter winds way a ptnos * k waa net hard to find someone who --*- hc^> and m a great many cases needed ft wane than they themselves did. During the time that I spot at Toot City I a> htcraQy no cas of hysteria. Excitement, yes, bet after the fiat day there was a unified tfngfcmw of par. pose drat was wonderful td see taf be a port oL "What rescue and ncnvuj procedures ware set up and bow did they function?" Immediately after the blare the aeea be gan to be panelled by the Degnstmcaa ef Public Safety of the Sate of Team. *Thfo m- ganixariou no ore boa aakadsaf persons to cuter the area. Ocas ef vahmory woritos searched the area far the hafts ef those who were killed or injured. In. our own plant voluntary crews made op of men who worked for Monsanto and outride voluntem under the guidance of Monsanto men searched our plant. As the bodies of victims were lo cated identification was placed oa |h*" and they were sent to the morgue for embalming and identification- In so far as the fmwtfo.. of these search crews was concerned they did a marvetoos job. Utmadty moving the plant by hand, almost brick by brick. In so Ear as the identification of personori t was concerned, the Bureau of Identification 'of the Department of Public Safety of Texas did. a marvelous job. The uses wfao staffed this identification bstreau were thoroughly familiar with whu they were trying to do and left no avenues unopened in their efforts ' to identify everybody located Is the *"**>* asked of us a number of dsn, "What do you propose to do about the cnabtishmeat of a pc i annr m dimstcr cegaafatioo?" We lave green this qnotioo a pot d--i of rnswirtrTirion ami are of the opiafou that the essahlhhmmc of soch za regznftatioa is important. However, in the csgaremfoa of suds a function a oamhq of things have to be taken into i isuahnis ri The first and most important of which is the question-- who shall staff the permanent disaster group? In anempCHig to answer this I wish ta that in my opinion the eidurisa. nar of fool phut fWTSonori is not good poficy. Undo dimstcr coruhtiore there is evury possibility that your rthsatrt poop vriB be completely ton apart. The mgvnfration* leaders and its whu may very Bkefy be rendered inop erative. For this reason I bcJDcve thus an emergency otgiiiifitiun should be me up on a companywide bush, hi other wank 1 mem that indhhtuah bum vatfare plants should be se lected and given authority to plumed huwdhndy to the sane of a disaster. Primarily these ism should be adocted for the quailtim they hare which are uoefial h such con ditions. Beyond all otha qualification* they ArnU be the type of individual who works bat without immediate direction and is capable of mshiog his own dvrfrioos rapidly amf Mfcming through tm them. 34 35th National Safety Congress, 1947 THURSDAY AFTERNOON SESSION October 9, 1947 Praiding: CAFT. HOY L. RANEY. Asst. Chief. Office of ModHU Marine Safety. U. S Coast Guard. Lead and Add Problems in the Storage Dattecy Industry By J. E. "ATFIELD Works Manager, Cleveland Plant, Willard Storage Battery Co. Battery masutactuitn employ a niicty of processes and production equipment in making tbeir cod product, and obviously this influences tbe particular *" wh uses in atthlhhiiq ale working conditions. It is not my purpose today to go into all these variations. lather. 1 wans to dhow with you sense at the important safety and health problems that confront tbe hosiery industry. In the lead-acid storage battery industry, there are at last three basic dwrairals which are always used, namely, lad and various oxides of lad, sulphuric add of varying con centrations, and hydroxide, more com monly called caustic soda. Lad and Its oxides are heavy materials. Tbe fc*M*iftg of such weights becomes quite a mfery problem in itself. The finished battery will usually weigh from 40 to jo lbs. or more; depending upon the site, with some larger types weighing from 100 to t,ooo lbs. The handling of a product of this weight immediately associate* itself with sprained wrists, back strains, finger injuries, hernias and foot injuries. To avoid such injuries, manual handling should be avoided. Table tops may be greased so that tbe worker can slide the batteries inIp position, and conveyors may be installed to cany the assembled parts and completed batteries through the various departments to their final destination, the shipping department. One fundamental rule to prevent-injuries Is to avoid lifting a battery. Slide it, convey it, or use mechanical equipment to move it. If at all possible, don't manually pick it up. Conveyor tops should be level with dollies or pallet tops so that sliding and not lifting is necasary or possible. Whether it be a finished battery or a pig of lead, our experi ence shows that back strains and other acci dents of this nature are much more frequent when an object is picked up manually than when a bhm of sliding of energymg it k provided. The h>"**tt"g of p*g lad from tbe boa car to stock and then (a tbe casting departments involves the same hazards and. in general, can be avoided if mechanical equipment is avail able to do -she week. The use of fork lih trucks to simmy the lead pigs on pitas, or as stacked pip from oor place tc another is nvnaimnwlrit Kg lead should be stacked In piles with the ad pig in each row bid Sal on its tep to avoid being ripped over. There is still work m be dooe fat making tbe of pig tmt safer. The shape of the pig does not lead itself to sale pntng or -- ktwci iwg Akbeagjh cost for moulds would be high, lead could be cast in thick, square sheets with sevoai aSttnmtc bars arid indentations. This would enable the pUer to lock the pieces iaso cedi other and rnat for uta jmTtw| ad losdfisf, . Another source of daaftr is the feeding of itw lead be dry an fi-Wwi phn. used to feed the pig Into tbe tatU so ttat the operator can stand back at a safe -<lenw Metal foot guards should always bo nsed by men manually hw<ttng pig lead. Tbe handling of drums of oxide, generally weighing from 400 np to 1000 lbs, presents similar problems. Dnafiig tracks aryl con veyors should be used as much as possible to transport tbe drums, and mechanical dumpers should be designed and installed to eliminate as far as possible tbe manta! han dling of this ray heavy mfufai. Another important phase in the handling of lead which I believe property belongs in a safety category, is tbe problem of tbe health of a worker who continually handles oxides of lead. It Is well known that under wvsl conditions the human body will absorb suBdent quantities of lead, primarily through the respiratory tract, to cause the individual Chemical Section 35 worker to become side. The control of n dust oftentimes is very effective. Of course^ conditions, therefore, is of paramount im- the structure of this grilled floor and its sup ponancc. The U. S. Public Health Service in its various publications, has stated that 15 milligrams of lad pa 10 cubic meters of ports must be such that k will safely any tbe bavy weight pawing ova U. On most working operations, a grilled floor must be air is the maximum amount of lead that a worker can breathe ova prolonged periods of time and avoid hiniful obsorpeion of supplemented with various rxhanw systems by which lead dost b withdraws to such a manner that a worker will not be exposed to lead into tba body. It is important to re the dust be or adjacent workers have made. member that quite definite limits of safe ex posure have been established. There are many arguments among engi There are two ways in which any plant can proceed when it is known that certain con centration* of lead dust etist which may pos sibly injure a man's health if be continues to work in the area. One method is to at neers as to whether tbe erbausc should be up-draft or down-draft. I ' not believe it is pomibie to say that om. us tbe other is best for all cases. Foe some opoations a com bination of both up and down draft may be best. tempt to cover up the problem by not ad mitting that the Industry has a health prob Another important part of the program of lem and hence continue as best ooe can in preventing woefcets from absorbing lead dust creating the lead absorption cam as though is the me of some method for determining they were other ailments. Tbe other approach, the amount of lead dost in tbe air. There which I believe is preferable,by far, is to ad are sevoai methods available. Including the mit that thoe is a health problem that clecticemfe collector, the implnger, and the must be dealt with, if the exposed workers slide count. In my opinion, the only way the are to continue to enjoy good health. amount of dost in tbe sir can be definitely At the time a worker is employed. 1 be lieve it Is the ben policy to tell him frankly that be is gaining employment in a factory wboc a health problem exists and to seek hit cooperation in abiding by the rules and regulations that have been established to known is to make routine checks by one or more of the above mentioned methods. Often times, from visual appearance ooe would be certain there could be no appreciable quan tity of lead dust in the air, but this should boc be the sole test. I have personally been tooled so many times by a visual Inspection control lead absorption by tbe workers within and wbat lata tea results showed of a given tbe plant. Throughout tbe plant it is well us continue to impress upon the workers by means such as pcaten that at all tinea when they are handling lead oxides, they must be careful and not do anything which will raise area of operation that 1 have lost faith la my former belief that anyone aa visually lett whether thoe is aa appreciable amount of lead dust in the atmosphere. the lead oxide dust into the air vhot it an ta the last 15 yean 1 have seen battery be breathed absorbed the body. operations in a large- number of plants, and It Is well u> remember that if a compost medical ncus makes a Ereqaos. ptriodc cheek of a lead worker's physiol condition, be cos usually detea, quite early, any signs of ab sorption of lead within tbe body. If she cam is detected before the absorption fam been too great, steps may be taken which win re store the worker to good health and in do way interfere with his normal work activity. The fundamental problem is to prevent lead dust from getting into the air. To meet this, engineer! are needed to dmign, install, and continue searching for better methods of keeping the dust out of lb* sir. For example where lad dun collects or Is dropped M tba floor, a grill floor with fresh Bowing water underneath to catch the lad t fane found the conditions varying between extremes of * do protection from lad dost fee the worker to protection as complete as It seam possible to imagine. I would like panicniarty to stress with those representa tives of the lead-consuming industries who may be in the audienoe that the health prob lem of your workers needs every bit of sup port you con possibly give it. Additional safety precautions beyood those used 00 a given working operation are also needed. These safety precautions to prevent lad absorption should include good rest rooms and clean lunch room facilities, as well as a means for workers to bathe themselves before laving tbe premises. Many states have health coda which cover their particular area, but these coda within tbemsdvs vary so widely that 36 35tk National Safety Congrats, 1947 it is wdl far you to look it your own code, o ***** your Hueli Minimum code require- neats are met, and ****** go as much further as is pootble in the controlling of lad dust within your plant. The handling of sulphuric add within a battery plant U a particular safety- problem which in many respects is common to many chemical industries. If one uses add in suffi cient quantities to permit the purchase of such add in tank car loads, then it immedi ately becomes necessary that pumping and distribution facilities be set up to distribute that add to the various places within the plant. Pumping equipment and add storage tanks, as welt as distribution lines must be kept in the best possible mechanical condition at all times. Add tanks should be high enough from the floor to prevent anyone falling in. 11 this is not possible, the tanks should be equipped with good guard tails. Various mechanic! and air mixing devices have bees used to mix add. These are all good, in that handling add by hand is eliminated. Many times it Is not possible to use a or'nd of add. so it is purchased in carboys, vhich usually contain from to to 15 gallons if add, and which prescot other problems. There is always danger of splashes in pour* g add from a carboy. Carboy indicators jre frequently used and offer many safety advantages. Compressed air is also used for* he emptying of carboys or tanks of add, tnd this, too, has many advantages although t would limit tbe use of add to places where impressed air was available. In our large battery plant at Cleveland, idd is bandial by means of pump* and add upply lines, so many of the problems of handling add present in smaller plants are eliminated. Tbe supply lino, however, do present many problems. Occasional leaks ocmt, and add may drip on expensive median* ial equipment or on a worker who may be landing under the particular tide. It is im portant, therefore, In the >"*** layout of a battery plant that supply lines be routed, preferably underground if a suitable tunnel is availably so that at no time will they put over production arms. It is nttamy to fre quently check supply lines to see if they are in sound oondltkm and good repair. Whether one is using lead, glam, or plastic pipes, periodic checks os tbe physical condition of these lines is certainly recommended. Sodium hydroxide^ more commonly called caustic soda, is used by practically all battery manufacturers who treat their own battery separators. It is. necessary to treat the piece of wood u> be used as a battery separator with caustic soda so that it will make satis factory insulation material Cor use in a bat tery, Caustic soda may be obtained in tank art as a concentrated liquid soiutioo, or in drums either in the flake or solid form. Tbe concentrated liquid is one of tbe most hazard ous materials that the battery industry fares. A burn from caustic solution is usually more damaging than burns from sulphuric add. A h1I splash of liquid caustic into the eye may easily result in loss of eyesight or per lament impairment of the vision. Those workers wbo.must handle caustic should have definite requirements bud down by their superiors to the effect that protective goggles or face shields must always be used when handling or working around mastic soda. Strict compliance should be a known condi tion of continued employment. A t per cent solution of acetic arid should always be readily available to immediately fwiitnih. tbe caustic soda if it coaata fa contact with any portion of tbe body. I believe it is safer to handle liquid caustic when tbe proper pumping and pipe line dis tribution system is used. If it is necessary in certain iastanca to me tbe flake or solid caustic soda).added precautions must be taken so that chips or particles of tbe caustic soda do not get into the worker's clothing and hence expose a portion of his body to tbe direct action of the chemical. Prevention oi Air Pollution By WILLIAM R BRADLEY Industrial Hygienist, American Cyanaznid Company The assignors of this topic have requested inated from this discussion. I would' further that tbe field of smoke abatement be dim* limit tbe dhawion to the piubtena pertain Chemical Section 37 ing more exclusively to tbe chemical ptocos field, for consideration of the Chemical Sec tion of the 15th National Safety Congress. When thinking of atmospheric pollution, the alarmist seeks to create the mental image of clouds of dust rolling throogb plant work room or pouring bom chimneys and stacks to spread over the plant site and surround ing neighborhood. Me would have us be lieve that ac times certain Invisible gases might suddenly come upon people to pro duce all manner of disturbances, even to serious iUm or death. Then, coo, be points to tbe visible gases, such as tbe oxides of nitrogen, discharging from vent sucks and to chemical fogs which may in undiluted state be carried by the wind to enter the environment of unsuspecting people. An example of this misguided psychology occurs in a recent article which appeared in Chemical end Engineering Newer, ime of September *9. 1947. under the title, "Smoko, Dust. Fans and Their Fellow Travelers." The anther coatees the cadre problem by become especially weather when they rB rounding territory and tbe neighbors colds and t was not aware (fine common cold had been Some unfortunate nevnpnper pnHfcity fas occurred and gives rise an empbina dne to the presentation of half truths nr the dcaw- quire a program of research in order to intdligcntiy apply tbe toots of control that are available to as. This period of research > likewise necessary in order to find an eco-' nomic approach to such a problem where any control of which we are yet aware would be prohibitive from the standpoint of cost, or where control may even be impassible. Tbe field of prevention, particularly In *>* narrow aspect of air pollution in tbe chem ical industry, is an interrelated one calling for the combined efforts of those in plant safety, medical, industrial hygiene, engineer ing, production, process control, technical and research groups. Cracially, industrial management appreciates its opportunity and is active in its obligation to employees and to tbe community in which they live. Today more b being done in this coantry toward maintaining tbe health and wefl be ing of employees and toward maintaining tacking air t by atnuat fimTih -- thus In any other cenntr - in the world. Although we have only set ached the mho, we do lead the wwrU in rion to b Fqhft we ted ana cvMcrir santh u as bring tan ne^gmc in ffir pan far. al though we any hnar mfiad (hr mimwir them. Today, hiiitm. we the a leoge of leaning ham a apply control mama Air < Inasmoch ; tome property trend of lhiat<'*t in 1 to place mbs industry ' any alarm (erpretadoa of 1 priJed. We mm seek, by 1 finding twtiKlijM, that dsns Of * ptUtetfoa W. Kptw uncertainty with ofmn^^ hi the pub lic interpretation of air oancmuictttns. cause; their effect, and their amd Some of oar more feiiling problem re within beddings aa a has been the ^fliarfoa of mechanical exbang veatflarion locally as the prim of origin. Ventilation hoods at tatle manholes, me charge boppess. eackatog Stem, and at duty pnxfaict handling cations are 1"TM***g a Air poflarioo outride hnildtog^ about the plant rite, or ha neighboring cnmnmnitks is generally a auhance problem. Mom of us have been tailed upon to deal with neigh borhood complaints, whether they concern tbe odors arising from print cflhmc settling 38 35th National Safety Congress, 1947 basins or those odors from chemicals dis charged at will Into riven and streams, or the gases and vapon that are mid to steal over the community in the dead of night and awake people from their slumber. Com plaints arise that add mists and fogs and dusts produce damage to foliage and to live stock. Property damage varies from the rust ing of screens and downspouts on the neigh bor's bouse ... to dust particles that settle on the laundry, hung out in the sun to dry. We recognize this two-fold problem of atmospheric contamination in the chemical industry. Regard!e of wbat industry pre sents an air pollution problem, it mainly is chemical in nature and therefore a chemi cal approach to the solution becomes Im portant. We are not negligent in our re sponsibility. We are taking the initiative in bringing undesirable conditions |o attention and in active programs for their elimination. Although considerable accomplishment has resulted, vre approach these problems with a humble attitude, for actually we know vert liule concerning the many phenomena which appear to be a part of our abatement prob lems. Certainly during the past few yearn we have only begun to apply intelligent, sound and economical solutions and, indeed, some problems have not been solved at atl. They have only been somewhat abated. A small amount of major research on control phases has been supported by industry, and points the way to much needed further study. Let us then approach the.probtera of con trol with this humble viewpoint and attempt to become aware of what our chemical con taminant problems really are and of what tools are available for their control. We will find that there is a great opportunity for individual initiative. Those who will be re sponsible for changing the industrial air contaminant scene of tomorrow axe today's workers who have ideas. They will become tomorrow's heroes when we have an account ing of our accomplishments. My one challenge is that we wbe are charged with responsibility for resolving air pollution problems make a concerted and immediate drive to apply note the little knowledge we have in solving the majority of our problems as best we can with the tools available. Many of you already have remarkable ac complishments, but I think we all fed that it is only a beginning. In the first place, 1 would suggest the establishment of a com plete environmental survey program exam ining and listing every cbcmkal proems where there may be an crating or eras po tential opportunity of creating an air con taminant. Perhaps the first hint will come from the workmen fhrmwlva. Or the hazard may be uncovered by the safety department on their routine investigations. The indus trial hygienist can be called upon to aid in uncovering pomible souuct of pollution and to provide factual information cDOCerning their nature and eoecmtxatloa. Medical departments on evaluate this dau to show if the problem la of potential health significance, or whether it la entirely a nuis ance one. The engineer b another member of this team to unite in the dhoamoa and planning of intelligent cuuuuf. Rant techni cal. production and retards men, the proems design engineer, utpervbory pommel--all an give advice and aadmasir hi this pro gram. These problems an aat la the province of am one group, for it appetat that only br brin^n" these many fields of science to gether can intelligent paogreas be made. Solving problems is aly half the battle, for the coneof program likewise two-fold. The second phase la tar of pre vention, where this endr* group sits down together in a study of law sheets and procat design to make sore char, when installed, a proposed new ptocem wiB sot constitute .an air pollution problem. E bdktt that with this correction and prevention program in action, some future grievance committee meetings may well become gathering for harrnpnJous progress, good will and mutual wiped. , iVhat then are some of our problems and why did they arise? Perhaps any one of us on point to an example in our own plants where a huge vessel' has been installed in which to conduct a cbenlal reaction and make a certain product. When the process was in the blueprint stage, the main con cern may have been for maintaining elaborate temperature control to produce a quality product with considerable money spent lor measuring and recording instruments, little concern was given to the manner in which raw materials were to enter the vessel, or to what would happen to the reaction by products. Possibly the only way to get some of the ingredients -into the vessel was to shove! or pour them in through a manbote Chemical Section 39 : at the top. This may have caused the oper| ator to become covered with an irritant dust, 1 he xavf have been subject to chemical spills, or to the inhalation of reaction vapors which poured out of' the manhole and into the workroom. It Is only afur the process has been in operation .that those who established it come to realize that the mechanics of the operation have resulted In a contaminant problem. lVben the operator can no longer get dose to the vessel even to read the temperature recording instruments, then there is a hurryup call for the minuauxs group to come in aad put a veatllae on the vessel. If the reaction gases exceed the capsdty of the ventline. a common practice k to in stall a steam jet to jatjeasr the nfawa This apparently Is dene without nmlmtion of what may happen. Foksp the nature of the duos a weak add mfct which then becomes ao outdoor cons ami--a. The acid mist stay cootribote to a tmkg problem--always eapnaifc. li may unite with i--nnft vapon from a nearby puna to produce a fog, shot the phot site sad any- log downwind to a neighboring community. Finally, we come to realise that such gasa oecd scrubbing and ahrogsk*. hoc mnwi- ctable money has been spent and considerable dhcoudon experienced over a sienuiosi *** ' could hare been oonsraBed ae the blueprint stage by a ----it*w the above- mentioned groups runted inpthtr In a pro gram of air poUatfosi prevention. Whn are the mail now available to 'in Use solution of air poBmien problems? j Nitric sulfuric, hydrorhhak rod ocher add gases are bring mahbed or absosbul la lumen of various derign where the efideaq of scrubbing depends on the aWBty so make contact with the ofitadhg agent, hse a fiew scrubbing towers whoe a Ain stride ef sits hope a* rote enmaea with al the gas ami vapor thu pros thnengh ne in name only. We are toning so improve scrubbing tower drips arid a* loose them outside buildings to avoid hahs vrjchfta work- in the July 1947 ime ef Wsrilsf 00d Engineering Chemhtry, three b pa tut a nesKh study of gas lhstnyrlnu arid handsStation using a cydoae design tpay loner. This rxreflcitt study by Jofaswcone aswl Sflrtsx of the University of Illinois was done on sul fur dioxide using tangential gas flow and multiple spray nozzle treatment. In such studies as these, performance becomes a mat. ter of factual data rather than a trial and error proposition. Volatile organic vapon frequently can be posed through condensation equipment for salvage rather than be discharged through venrlines In undiluted form. In some in stances, ran gases can be reacted with an available chemical to form a salvageable and usable product. * Equipment manufacturers likewise are making studies of performance characteris tic* on tbcfr designs hi the field of dust collection, wet washing and scrubbing gases, mists and vapors. The research deportments of the American Blmm Corporation in De troit. Michigan, the American Air Filter Cysi|an|i in LotthriDe. Kentucky, aad other companies are making reliable eSricrxy tests on their collectors, owag nnpls of various dusts submitted by asstamen and potential catenas. These studies. of course, aari* in loUcrtor design perfection. A new Unix dust collector, soon to be annottneed as commercially available is re ported to trap partide* n small as fire mi crons fat diameter- A study made by the New Yack srg Department of Labor, Dirisfoo of Industrial Hygiene, showed the compara tive performance for specific dusts using the equipment of various raanufacsnnss. These ttsdia are useful in guiding us to better so lutions of oar problems. If 90 per cent of the problem an be solved by installing the best available equipment ut light of oar. present knowledge, it would seem advantageous to d, ttaic Minch m qnfcSLly u punllilt, mil shew devote our efforts to the perfection of tech niques. One odor problem of nuisance value that gave rise to complaints occurred free! the attempted burning of pioteas wastes. This [ertiUia is now bring solved by putting tbae and other wastes into a water slurry and catering them Into a spray dryer. It is done at considerable cost, yet it is entirely worth while, for it idres the former disposal prob lem and provides a salvageable by-product. Spray drying equipment is a useful produc tion tod. and there appears no reason why the same theory cannot be successfully ap plied to certain other pollution problems. I recall one plant where spray towers were 40 35th National Safety Congress, 1947 sec up to handle an irritant pi as well as an irritant solid in finely divided form. Tbc spray 'tower could not cope with the large volume of contaminant, and a Can mounted on the top of the tower forcibly ejected these substances into the plant atmosphere. A .change in the method of arodeaang before these materials entered the tower reduced the magnitude of the problem to a point where efficient scrubbing proved successful. This b but another inwanre where a process change resulted in greater recovery of the product. Some one has said that progress b made when principles in one field are applied to problems in another. We are aware of the advance made in fighting certain types of fire using a fog noaxle instead of a spray nozzle or a solid scream of water. Ooe plant had a wet scrubbing problem involving par* lieulate matter ad an add nte. Thaw was also a salvage problem of economic impact, in addition to an existing neighborhood nuisance* Tbey simply obtained some fog nozzles and installed them in their tower in replacement of spray noccles. Whereas formerly visible trusts escaped the tower* these now reraltcd a successful capture of the offending agent. The use of high stacks training high tem perature gases has dooe away with an objec tionable eoocentratsoo of sulfur dioxide at some gariters. A report made at the Indus trial Hygiene Foundation meeting In No* taber 1944 discnwnf the cmeudoo of a 605-foot stack. Salfnr dknude measurements for several miles around showed this coottol in be successful. At this height prevailing winds gave satisfactory dilution. When SO* gas was HhKnyil at lower levels, it fell to the ground to attack vegetation, sometime* several miles from the plants. In the control of dusts, a number of tools axe available few oar use. Bag collectors have their appllcatiou, and so do the rydbnm or air separators. These may be followed by wet cdUcom to trap particles, that parsed the dry coOeeton. II irritant or nuisance materials still pass the wet scrubber, then there is available the electrostatic precipita tion principle which is effective against par tides eves below one micron in diameter. Each tool at our disposal therefore heffieezive against a certain range of particle sizes. One of the newest toob which b available to the field of air pollution prevention b contributed by the physicists. This tool is known as ultrasonics where air vibcatkxu produced by a turbine are at ch a magni tude that agglomeration of dost or mitt particles, particularly aerosols, becomes pos sible. Ic is reported chat the frequency of vibration is somewhat selective for a specific problem, and high efficiency agglommJioa is reported to occur with particles in a lower micron range. Agglomeration > large partido out of small oob and, when this has been accomplished, the resultant particle has been built up to a size, between ao and 90 microns, that can be successfully captured in cyclone. The air turbine producing high intensity sound can be mounted' at tba top of a chamber into which the contaminant b introduced. Agglomeration occurs as the contaminant rises to the top to pus Into cyclone collecton. The projected uses for this tool are thrilling to contemplate, and of particular interot are the reports of its low cost. Experience to date appears to imttfit. shat a minimum dust of ooe grain per cubfo foot b nowaty. Abe that the eoUccrioo efficiency of an ultrasonic next lacreases with decreasing particle wtm. Appli cations are contemplated for the hud-to- : capture dusts and fumes, and for othor here : tofore. unsolved problem. Vapors escape fins pocking glands en pumps or on agitator shafts. The newer de velopments In packing materials, such as , **Tdon", bare proved atassful ygtm* many solvents. A typical tiiemlcil pious is pan drying. This may present * raptn puchicm U the wet cake contains solvents or a dust problem within the plant when dryer tzxys are dumped, fbr there naans, win** types of tray loading and damping starious are oa the engineer*' dawing hunk, and some are actually in toe. We are competing today for recognition as providing safe and brahbful woskptace environments In and aberet erer various and plant comannitke. While many air con taminant problems are at bud tn challenge us. we find a number of tools now available for oar use and newer ones there ooly remains for us tn du now what we are capable of doing and what obviously needs to be dope in the prevention of a' pollution. 35TH NATIONAL SAFETY CONGRESS r" VOLUME Vlll^ COAL MINING SECTION NATIONAL SAFETY COUNCIL, INC. 20 NO. WACKEt DRIVE CHICAGO 6, ILL. Foreword nnHE Transactions of the 35th National Safety Congress and Exposition of the National Safety Council are pub lished in 29 volumes. Volume I includes the Annual Meeting, Banquet, Women's Activities, Index to all volumes and List of Exhibitors. Volume II contains the ASSE Session and the Industrial Subject Sessions. Volume XXIX contains the Early Morning Sessions, "Psychology You Can Use." Each of the other volumes is devoted to the sessions of a single section or division of the Council. The transactions are a record of the proceedings of the Congress, condensed and edited for reference purposes. The lumpier* original manuscripts, many of which contain chart* and illustrations which could not be reproduced here, are available in the files of the National Safety Council. The National Safety Council seeks to eliminate from dis cussion matters not pertinent to the of the Council. However, it cannot accept responsibility for the views ex pressed at the Congress or in this record. It is expected that the new format of these Transactions will permit wider and more effective use of the material re lating to various fields of safety. At the same time, the whole set provides a complete and indexed reference work on all phases of accident prevention. THE NATIONAL SAFETY COUNCIL 20 Kor&Wachar Drive Chicago 6, IIL nimi nt ?. t. a. 3 r fell- 6 35th National Safety Congress, 1947 Entertainment Committee--C. M. DONAHUE, Mine Safety Appliance Co.. Pittsburgh. Pa. Potter Committee--STANLEY H. MOONEY (Chairman). Safety Dir.. Woodward Iren Cou Woodward. Ala.: ALVA 5. HARRIS. Gen. Supt., fugle Coal Corp.. Elberfickt. Ind,* G. R. SP1NDLER, West Virginia State Depc. of Mines. Charleston. W, Va. Visual Aids Committee--C- R. STAHL. (Chairman), Am. to Vicc-Pres, Koppers Coal Dir, Me. Hope. W. Va.; R. M. MONTEITH, Safety Dir* Locust Coal Co.. Shenandoah. P*4 F. J. PETERNELL. Safety Engr., Union Pacific Coal Co.. Rock Springs. Wyo.; }. V. BERRY. Supervisor of Safety. Industrial Collieries Corp., Johnstown. P14 WOODS G. TALMAS. Am. to CcnJ. Supt, Tennessee Coal. Iren fe R. R. Co, Birmingham, .Ala. Program Committee--J. J. FORBES (Chairman), Chief, Coal Mines Inspection Dir, and Am, Chief. Health 1: Safety Brandi, U. S. Bureau of &tines. Washington. D. C; W. D. NORTHOVER. Safety Engr, Rochester 1 Pittsburgh Coal Co, Indiana. Fa.; W1LLLAM C. DAVIS. Personnel Dir., West Kentucky Coal Co, Eariington, Ky4 P. A. GRADY. General Supt, Cam Fork Coal Co, Allcod. Ky. Membership Committee--GEORGE H. DEUCE (Chairman), Mine Safety Appliances Cow Pittsburgh. Fa.; J. H. REITZ, Supc. Indusuial Relations, Republic Steel Corp, UttlonKwra. Pa.; f. J. FORESUAV. Safety Dir, The Pittsburgh fc Midway Coal Mining Co, Pittsburgh. Kan.; H. E. WHITE Pres, Dm. is. United Mine Workers of America, Springfield. IK. Publicity Committee--A. J. BARTLETT (Chairman), Dir. of Safety. Island Creek Goa! Caw Holden. W. Va.; C. O. ARNOLD, Mgr, Phelps Dodge Corp, Stag Canos Branch. Daware. New Mexico Staff Representative--C. G. GRIEVE, National Safety Council, Inc, Chicago, 111. coal Mining section MONDAY AFTERNOON SESSION October 6. 1947 Comal Cla'reaa. Jama T- Rya.'s, p. Mine Safety Appliance Co. bMtmctfng and Training New Employees in Safety By WALTER H. STEEN Manager, Ihdtutxiai Relations United State* Coal and Coke Company The coal industry has, during i past twenty-fire yean, undergone a rerolu nary U imf|ilitii n in that we have paws, out aa cm in which almost every operation id- deat to the mining of coal was performed by band iato the machine age of the cnal iadawi). We are now approaching a nda> tirely Ugb degree of mscfiiniiitfon and have every reason to a continned i&< utarn in the inteority of that pmom. The tempo of coal production meat continue to im.itsar if we are to may in the iimqwiiiUw market, and yet we all are ready to agree that this very desirebtc simtioo be miked unless it aa be acanpUsbed with iinwtrd artery to both men and equipment. To aaaat os in iocreasieg worker tfidcncf the manufacturing companies, and tbeir cn> gaaecn base developed machines, the inge- anity of which is scarcely short of startling. We la the iodinenr bare insisted that these he mode as safe m humanly pos- ar to have forgotten that mas ! the snbsdmdon of mcchan* ft far manual labor make it all the rune tfacM our employes uada- apply tbe opoating rules and that are In keeping with the safe i of the equipment. These is. f asm sore, rn the minds of hoc af the qomiun. "What is the answer to the pntlmr Certainly one in my position canaac he **r**** to have a panacea or ixwsL hot is looking for assistance in that SMMOka we might do well to first examine has heea Jam ia the past. We cannot hegfeu this without reengniring that with the advent of mechanical mining we dU innetfr our sopavilion but there *31 main varying periods on every shift when creay employee is required to continue a* mack without his regularly accepted supuihm's presence. In tbe past, we have used pamcre and advertising of almost every kind. bonus or material payment for safe opera tion, establisbed safety rales or operating standards which in some cases represent tbe collective itiiniihg of large numbers of very able operating and engineering personnel after baring studied thousand* of accidents. Our legislature* have pawed various and sun dry laws awxwiy which is a law in more than ooc. state requiring a miner's "certificate of competency* as a prerequisite to employ ment In the absence of such a certificate, the applicant is required to work a given period ends tbe tutelage of an experienced miner. To the foregoing can be added other efforts too numerous to mention but the sum total adds up to a job that has not been too satis factory. One eery definite reason that the job has not been wholly sufficient is because all too often the safety training of the new em ployee has been limited to a little speech on mfety on the day of induction by a repre sentative of the personnel or mfety depart ments. and consists of an explanation of the company's safety program and tbe providing of a book of safety rules. Such an approach is without question Inadequate In that it put* the safe practice performance up to" the em ployee, expecting Mm to be capable of find ing the hazards after be has read the rule book and then be able to recognize what would constitute safe and unsafe practice. We must recognize then that the training of a new employee is a process that may take a few weeks, a few months or even yean, de pending, of course; upon tbe ability and na ture of the employee and tbe pcisou or per sons giving the training- That the induction conference on safety can be made of value we wiD not labor, in fact, every effort should be expended to take hill advantage of this opportunity when tbe new employee is in a receptive mood to forcibly impress upon him that hb employer b interested only In safe work and safe workers. Still tbe induction W JK ' If 8 S5tk National Safety Congress, 1947 safety coaference it and moat be only tbe very beginning, and. non important, so only safe trod practices axe demonstrated. The coal industry can HI afford not to train mognized by aU concerned. It would f"n Us new employees by direction. then that our part practices, white they ha\e been of material finance, hire not pro duced that hi|h degree ot safety efficiency that we so fervently desire. It has been suggested that we install a training department so that open receipt of a personnel requisition we will be in a posi tion to supply the finished product inline' -diatdy. Sadi a procedure is fraught with disadvantages too numerous to warrant discuaioo hoe so that tbe queslon as to who will give this vitally ptoarf training seems to be entirely in order. This person is the first tine supervisor--tbe foreman. He is la doscr, mote frequent contact with the wni> cr than any other penon in the organization. It follows thro that if tbe foreman directs he work of others, be should direct the safe work of others so that tbe safety training of his new employees is one of his prime re sponsibilities. If that statement be factual, and I see no way wboeby it can effectively he refuted, then it heroines encumbent on tbe higher echelons of management to pro vide the foreman with tbe tools necessary to the satisfactory fulfiOmroC of his obligations. To mute, we mast asrist him to become a better instructor in the future than he has In industry we have established produalon control, east control, and ways and nans whereby we control almost every phase of the operation. It behooves us now to give souse thought to "training control/* which simplv mean* that training will be recognized by management as an integral pan of the over all production picture and will be gives its rightful place in industry. Then appropria tions would be node, competent povonnd would be employed, conferences would be held in which reports would be made, sched ules would be established, plant would be made and discussed by all concerned. Much has been said and probably more has been written about job-lmtraction or training. It is a process requiring no seem formulae or patent rights. Its one requirement is that it be acquired and used in a form most ap plicable tt the particular need. It is a proem that should be given the same general treat ment that we give to any of our major prob lems that confront the cool industry. Without appearing to be prmuuptpous. we ate agreed that tbe misty training of sew employes is a "atm** am out coal mine agendum. Does it not seem logical then (hat been in tbe pest. It has been said that in we should begin with the best possible per structors and trainers are born and not -- sonnel to be trained? Is not the ne propi but that is felladous thinking, for although tious for its to begin thlnkfog doing some persons seem to have more natural ability in that connection than do it research in the sdeoha and placement of individuals in appropriate jobs? Certainly is a skill in which proficiency can be In asuria needs to be done in the development creased through study, understanding and of suitable testa of aptitude; ........................ practice. The best instructor is noc neces and skill, tbe analysis of interview techniques sarily the one with the most education nor and the utilization of job specifications but (he most experience, for it is quite common with all of the information that is available to find persons with an imposing command of in other industries together with the experi knowledge regarding a. pawfrsttr field and ence of the armed forces during the recent yet not have developed ability to transmit war. we should be able to draw nwdiHyv nidi information to others. AU --**--g can that would be of mstciitl lwiisiiiu !a *! be improved with proper guidance "** un connection. Certainly our effion* would derstanding. It appears then drat organised perfection but they would be "> dkn effort in assisting oar foremen to become bet pointed toward that goal of production with ter instructors is our first logical step In out accidents. solving a most perplexing problem. This as* Any attempt to evaluate a mining pro sistance to our foremen and their subsequent gram would find os doling with some in training of new employes in safety Is not a tangibles and It would be Indeed difficult to matter of choice. All employees, supervisory or otherwise, receive training every day. Some are trained by exposure in which tfey ab measure In dollars and cents Its true value. We would not have any unusual difficulty in tahnbring the fewer accidents with tbe at sorb a few safe and several "<--* week- hab tendant lame and blind and the fewer white its. Others are trained by direction in which crams in our cemeteries whose correct epi , Coal Mining Section 9 taph* would be "He didn't know." Certainly it is our asm fervent desire to remove these off-color brash maths from the industrial picture; and while our aim is motivated by humanitarian considerations, we are mindful of tbe attendant increased productivity, high er standard of living, and the happier, more healthful and more satisfied working force that ran result from "Instructing.and Train ing New Employees in Safety." Psychological Aspects of Accidsnt Prevention By H. I. SLOMAN Coal Min, Inspection Division. U.S. Btusau ot Mine* Industry, including coal mining, has come to the reaiiration that to present accidents the human clement must be given more contiderarion than was customary in tbe past. In formulating safety rales and regulations and in the enactment of laws governing min ing. enforcement too often ts emphasized rather than the means of gaining willing compliance. Tbe purpose of this paper is to focus attention upon the human side of acci dent prevention, and tbe approach to this im portant and much-distuned subject will de viate somewhat from the usual discussions. An attempt will be made to give, in simple language with miponpiace illustrations, tbe psychological aspects of accident prevention. Psychology was originally tbe study of the human soul, an abstract subject; later, it be came a study of the human mind and finally a study of *"* consriooincas and behavior. Psychology is considered to be a branch of biology, in that it deals with mental .processes largely affected by biological influences; it is the study of human-nature--why people think and act tbe way they do, to use a slang ex pression--"what makes people tick.** Psychology, as has been noted, includes a knowledge of tbe phenomenon of conscious ness. Gowriousnos may be defined as a men tal awareness to a situation (stimulus). Car rying this to the field of safety and accident prevention the tens "safely consciousncat" is used to denote an awartmu to danger and a desire to do something about ft. Tbe highest degree of safety consciousness will be developed when a situation wilt bring forth tbe proper response promptly with little or no mental or physical effort, and without variation. Examples of safely consciouiness and the proper response to the stimulus for coal-mine situations are at follows: i. A motonnan leaves hts locomotive cab to replenish the and supply or for any other reason. He turns his controller handle to the off position, places the reversing lever in neutral position, sets the brakes securely, and remove* the pole from the trolley wire., s. A miner upon arrival at hi* working place at the beginning of the shift looks for tbe fire bom* mark, tests the roof, and sets safety posts or such other timber as necessary. He tests the roof frequently during the shiftWhen any other person visits his place, be stop* whatever be is doing and tests tbe roof. When a mine car is brought to his place, he sets brakes or sprags and otherwise blocks the car to prevent accidental movement. $. A brekeman always attaches a trip light to the rear end of a trip. He doa not jump off moving trips to ran ahead to throw switches or open doors. He does not couple cars that ate in motion, especially from the inside of a curve, and he always wears snugfitting clothing. The foregoing are ocampls of safety consdouinat which, if developed to the highest degree, becomes a compelling force. The stimulus of each situation should bring forth the safe response to such'an extent that it becomes as automatic as tbe bell caused Pav lov's dog to water at tbe mouth even though he saw no meat. Human beings are oeatures of habit, and once a habit is learned it 1* very difficult to overcome it. An old adage says "it's bard to teach an old dog new tricks"; it really means that habits are difficult to change. Many of us engage in quite harndea habits that are difficult to change. Most of us, upon rising in the morning, take a while to emerge from a- sleepy condition, and the physical motions wo go through become largely automatic with little thought and through the "force of habit." Each habit shows an almost automatic procedure that is followed day after day with- 10 35th National Safety Congress, 1947 out apparent thought. If, however, ooe at tempt* to vary the procedure; a relatively simple act may become difficult; hence a habit, even a simple one, usually is hard to break. Bad habits, such as unsafe practices, are fully as dilkalt to change as the fuznlos habits mentioned. The difficulty in overcom ing is, first, that the old bad habit must be "unlearned" and, second, that a new good habit must be learned to take the place of the old bad habit. Repair shops at some cool mines axe notorious examples of poor bouse' keeping. A poorly maintained repair shop is one where, upon entering, a person is con fronted with various machine parts, tods, nuts, bolts, wasben, chains, etc, strewn about a dirty, oily floor and on work benches. Prob ably attention is drawn to a portly dismantled mining machine or locomotive from under which a mechanic oueiges in coveralls so grease* or oil-soaked that if be came ** a source of Ignition he would become a **"*" torch. Such shops usually have a grinding wheel without available gaggim or an eye- shield. Other in the shop, such as a lathe; drill pro, shear, and power back saw, quite often are belt-driven from line- shafting without guards for the belts. Ask the mechanic to find a certain sue nut. bolt, rivet, tap or die and then watch the procedure in finding what is wanted. In sods a shop k is not only diBcult to do good work, but the probability is that the repair work itself is done in a slipshod manner. Repairs are usually made as quickly as jrfihlr to return a to the mine. The whole '- pboe is not conducive to good workmanship. As to habits in liUftiu to get one of those shops cleaned op. the work win be pas off as long as possible and even if the shop fc cleaned and placed in an orderly andkiaa, it will be very HHficoU to keep it so until a new habit is formed. The condition" of some wing Shop* is m* vwaflpwafwri in ilut com* pie, and it has been found to be a very dificalt cask to contest bad to good boasekeep- H>S- A stfety-emacioa* mine organisation does rmf |wmitr the fald t--M> of Iwmititp. ing to develop partly haiiew of the knows rfiffailty of dkphdsg the bad hMt with a good habit. Poor housekeeping bod prac tice and is my likely to result m shop icd- dents, box even sons than this are the com monly slipshod. maSr--wifr repairs on ma chines sent into a mine from such a shop. Makeshift repairs are fake economy, as they often result la break-doc/ns, loss of produc tion, and aotidents involving personal in juries; slipshod electrical repairs on under ground machines have caused nnmerourmine erplarioas and fires. Such a shop a*.described should constitute an Intolerable condition to ooe who is safety coosdous; tbe.response to such a stimulus (situation) would be to dean up immediately and restore order. The quadon of completing repain could not enter into the mind of ooe so coostimtod until the shop was in a satisfactory condition; the thought of good workmanship could not be reconciled to a disarrayed, untidy shop. A logical quotioo b--bow arc good safety habits encouraged? It is a psychological fact that human beings develop habits to satisfy some urge or desire; although the satisfaction thereof may at times be obscure. The person, himself, may noc know the exact nature ol satisfaction be -dares from a habit, such as biting finger nails; ncmtkda, some dalre is satisfied. To promote an accident-prevention pj>gram among mine captoyim. it is necessary to have such a program seem deniable to the employees. For example. If a speaks of accident prevention because be wants the mine to base a good safety record, the respooae nay be negative. Some of the r jitoyeri may harbor a personal dtHfo foe the foreman and feel that a good safety record would be a "feather to the cap" of the loresoK therefore, such employees aaaty be Indif fa'ent to the afccy program or openly bosCife to iL The most satlsfectory mrfhnd of promoting stridmt preveDtioQ b to pmowlfae the pra gma. Notwithstanding educational dons ia explaining the reasons far ermim safety cafes and tegoblioos, it has been ***<--^ |g some imranrrt to gain otaaplnnce. At a ukty not conaeried with mining. a speakre described the diScnky his ewpsay wan having ia enforcing tome safety safes tinting their wartime activities. This com pany engaged In grauly expanded shop work, sad, doe to the manpower shortage, was re quired in augment is working lone with a great many riwplnjeii. A rule pro hibiting "running" was not at all elective when the "whittle blew" at the cad of a shift. A peat many women were employed os the second floor of a shop; the das was at one end of the shop and, after "punching Coat Mining Section 11 the dock " there was a short passageway with two {{(-degree turns leading, to a stairway. At the end of each stub, there was a mad scramble to get out and. Hi the general push ing and confusion, someof the girls had been twdy injured, partfeolarfy from falls on the stairway. Signs and msioaos depleting thb dangerous nitration, pfckdrnfr and ca joling the wotkesx availed virtually nothing to ttop the practice. Finally. whew all other efforts bod failed, the tad sbanrtnn was cor rected by famaning fuS-fength mirrors at each 45-degree turn In the p--iguny. The person who arrived at this riattai was well aware that no woman amid paa two full- length mirrors without at foot pausing to surrey basdf. Another example involving the fair sex >m related concerning a large number of female employees in a machine drop. The company ***** purchased and offered to sell protective caps at cost to the employees. Very few of the girls would wear tbae caps, per haps beduse they (dt the caps did not en hance their particular types of beauty. Some very bod accidents had occurred, pnnieuiariy in operating drill presses, in which some of the girls were vutamUy scalped. These bod accidents were given wide publicity by photo graphs, safety id poops and individuals by the yxfexy and plant nurse, and bulferim and cartoons were posted in conspicmmi phm, aB to no avail. The hair-en- nafliaff ocrident* coorinoeri without abate* meat. Something had to be done so the safety director roarml into justifiable collusion with " ` T the latter initiated * intimating that the afeobys ________e "just ill ..... t tlxb cootiRgenc f the supply of pnto d by the unpracedentc l the shop worker* be toptopn in an at that subterfuge promotion of an However, under may justify the * fen. uniformly to the program mutt satisfy a human desire or be presented in such a manner that it seems personally de sirable. Each individual must be studied by hb foreman who should select the proper means of "selling" an accident-prevention program. Persons are encouraged to follow aft work habits by such means as: t. Fear of Injury and the physiol pain con nected therewith. a. Love of home and family and the desire to avoid hardship to fonxf ones. j. Fear of tom of earning power and eco nomic disaster accompanying injury. 4. Pride in accomplishment--the satisfac tion of doing a job wdL 5. Loyalty to hb foreman and the knowl edge that recognition in the form of promo tion may result from bring a safe worker. Thb may be termed the urge or desire for penoaai gala. . The spirit of amtett--the workman's de sire to see hb mine outstanding in safety record. Thb b more often the official's desire or urge rather than the workman's. 7. Encouragement of suggestion--the work man b coosulted as to hb ideas on safety problems. The foregoing are examples of how work men may be appealed to in promoting a safe ty program. The bet safety effort will not emerge from the paper stage unless the per sons wbo most practice the principles are convinced that the program b good and de sirable for them and that their adherence to the program is justifiable. At some mlno the accident-prevention program "gets off on the wrong foot" with new employees. A mart b hired for a job in the mine and b given a physical examination, in many Instances, to determine whether he win be a good physical risk for the company. The man knows that the physical examina tion b noc primarily for hb benefit. After the hiring routine b completed, the superin. tendent or mine foreman may ask the man if be b acquainted with the State mining law. The mao will probably answer In the affirmative and tbe questioaer. more often than not, will not make an effort to deter mine whether the man actually does know tbe law pertaining to hb job. It the company has a published booklet of safety rules, the official may give a copy to the aua with tbe admonition that be ought to rad it. The man put* the booklet Into hb pocket and j^rn ivwwnot ju/njr vwnjffw, that a often the last thought he give to It. The foreman dcxc proceeds with the man to the place where be is to work and. with a few perfunctory remarks, the workman is left to bra own devices. Such procedure, which n not is not conducive to developing a safe. efficient. workwan. The more acceptable method of developing a safe workman ts for the official to explain the State mining taw to the workman, at tease 10 far as the law applies to Ids job. The company safety rules should be explained to a dear-cut, friendly manner and the reasons for such rules, meanwhile stressing the fact that such laws and rales ate for the benefit of the man to a far greater extent than for the company. The offiicfal or some good, loyal workman should spend considerable time with the new workman at his working place, and tbe workman should net be left to bis own devices until be has become familiar with his new surroundings. Tbe workman may have had years of expoiesce in his par ticular work, but there is a strangeness about every new job; the extra time spent with the new employee makes him fed that the com pany is interested in him. A person is in terested usually In others who appear to have an interest in him. The psychologists call this "inflating his ego": it may be called appeal ing to his vanity. Call it what you may. tbe extra lime spent gives the new workman a feeling of importance, and he is more likdy to be a safe, efficient workman with tbe proce dure outlined. A phase of human relations which many x?mpanics disregard is an interview at tbe ermination of anployment of a workman, rbis is often termed a severance or an exit Interview. Such an interview sboold be con ducted by a tactful individual, preferably one trained in personnel work and human rela tions. The purpose of the interview should be to determine, if possible, the true reasons why the man leaves the company's employ, and the questioning if conducted on a friend ly bash, may disclose many facts closely al lied with accident prevention and efficient production. In general, the workman's supertitor is not the proper person to conduct the nut interview: many workmen leave a com pany with some real or imaginary grievance ind. in many instances, bad feeling has de veloped between the forenun and the work man, It would be.uselos for the foreman to attempt the ou't interview because in many instances tbe workman would reftne 10 be interviewed. A trained personnel man would have to be alert for "coloral tcAimoay" in tbe interview because a dhgrencled employee may tend to exaggerate or even make absolately false statements. On the ether hand, the *-" may be "sore" hvrmmr the man is leaving the mine and hk wtrramfi may not be strictly factual. It k. therefore, im portant that tbe interviewer investigates state ments affecting tbe operadon and safety of a mine before arriving at any coodatfoos. Some employees sever their connedion with a com pany because of reasons such as accepting s bests job. lack of opportunity for advance ment. transportation difficulties to and from their homes, and other msoos which cause no resentment or 01 feeling between them the officials; many such employees are reemployed later. Exit interviews with em ployees who are severing their ootuvectioiw under favorable circumstances or at least "without nursing a grudge" are more likely to give satisfactory results than with employ ees Vbo leave the company's employ under unfavorable circumstances. It k important to know, if possible, why a disgruntled employee has become dissatisfied arid. If it k the em ployer's fault, the situation should be cor rected to prevail rccnrretxr. Tbe success of an acodent-prerention pro gram k dependent very largely upon'tbe de groe of asyMjjtiwi obtained from the em ployes. The various oJmy rules and regal* .tieos sboold bv ayUml to the employes Repetition k usually mtrmiry. it k utilised in virtually all educational psoecnes. Resssber bow as a child you learned tbe mubJplication table; it was mnslnual drill and repetition. The reasons lor mfccy roles should be explained to the employees as they are much more likely to cooperate if they know why they are asked to comply with the rules. Suggestions for improvement in accidentprevention methods should be soBrtieri be cause it manifests to the rrwpInTcr that his opinion and judgment are valued; k k one means of giving recognition to hk intelligence. Safety suggestions by employees should be instituted where they bare practical value, and tbe tuggeakns adopted should bring some reward or tangible recognition to tbe employee. Such recognition should be pub - lidred--"giving credit where credit k due' because cooperation in accident prevention is more likely to be gained if the employee is encouraged to flmf thus he k of some impor tance to the organization. Without employee cooperation, any accident-prevention program it doomed to failure. Thu foregoing dkeumson should illustrate that mm is not a and all men do not react unifcamty to certain situation!. From a psychological point of view man is a trcanxre of habit and behavior, some of which is predkrahle and same unpredictable. Fur thermore. man k a uastute of emotions suds as jealousy, prejudice, hate, love, fear, and he has certain biological urges or desires which circumscribe his actions or behavior. The ul timate goal in aeddent prevention It to so condition a workman's thinking in an unsafe situation that he is subject to an irresistible force to correct the situation without delay. Above all, tbe workman must be convinced that an accident-prevention program is wor thy of-his support and that it will contribute to Ids life. liberty, and pursuit of happiness. Safety Plan of District 23* United Mine Workers of America By C. EL JONES United Mine Workers of America Seen after the ckafaikhment of District *9, United Mine Wotm of America, it became apparent to fuhkut George J. Tltltz that something most be dene to team tbe acri* daiB, both fatal and non-fatal, in the mines ef the District. Mitwan i<^t and 1943, we lad 1*77 fatal isjuries in tbe coal mines in tbe State of Wot Virginia. Ok July 1, 191s* Ur. Tiller assigned me to make a Andy of the Federal mine inspec tion tqwrn oss the mines of District >9. This stady revealed that a large majority of these mines were m a very bod condition so far os nicy was ceactresed. (There were about 6j per eeae of these < that were not being fire-homed) Whes w itenrcd the report of the West Virginia Department of Mines for tbe year of 1949. v* joined that there had been *69 fatal soMnet and *4.007 lost-time injuries for that year. During the first two weeks of M*. wtt bmi 37 fatal accidents in the State of West Virginia. On Jonty if, 1946, Mr. Tiller estab lished a Safely Department in District 19, and appointrrf C. E. Jones. Safety Director, whose *< woe to organize a coopmative safety program for the entire district. No tices were sent out to all local unions and safety committeemen were appointed at each mine la Dktifcf *9. (The 1941 ag.' .t'taent made pemmon for safety committeemen at each mine, but the qualifications as speci fied in the agreement were such that it was almost fanpnihlt to get qualified men to Hire on the caunitwa) Our objective In tbe beginning of hfc safety program was to build up a spirit of understanding and cooperation; fine, between tbe safety committee and the mine manage ment; second, 10 have tbe safety committee pass along this spirit to the members of the local union to tbe extent that all work ing at each mine would fed that he bad a part in the safety program. Tbe Safety Director received and studied the Federal inspection report on each mine, mailed a copy of tbe report to the chairman of tbe safety oommittee of has respective mine together with a letter calling tbe committee's attention to tbe most dangerous conditions contained in the report: instructing the com mittee to study the entire report and then discus the conditions with the mine man agement and insist. that tbe management take steps to remove the danger* as quickly as possible. It was not long until we began to receive the cooperation of tbe mine own ers on this program. The National Bituminous Wage Agree ment between the United States Government and the Utiiu.l Mine Workers of America, signed by Secretary of tbe Interior, J. A. Krug, and President John L. Lewis of the United Mine Worker* ef America provided for a Federal Mine Safety Code isnied by the Director of the United States Bureau of Mine*. 'This Code became effective July *9, 1946. We woe ready in District *9 to sun operating our safety department according to the provision* of the Federal Mine Safety Code. 14 35th National Safety Congress, 1947 AU rafety committeemen were instructed to discuss the Federal inspection report on their respective mine with the mine management and insist that all violations be corrected as quickly as possible and in case of disagree* incut with the mine management to refer the matter to the Safety Director. I, as Safety Di rector. took the complaints of the safely committee up with the mine owner* and was successful in getting the majority of them settled. Some 1 had to refer to the Coal Mines Administrator for adjustment. Taking advantage of everything that would prevent accidents and further the efforts of the safety plan, and knowing that a miner trained in first-aid stood six times better chance of not being injured, we derided to add first-aid training to our safety program. I discussed this matter with the supervising engineer of the Bureau of Minct and `the Chief of the West Virginia Dept, of Mines and was assured of their cooperation. Meetings of the local union officer* and committeemen were called in each of the four fields of DLstria 29 and a first-aid training program was adopted. The plan was for each focal union to select a number of its mem bers to take first-aid instructors' training to be given by a representative of the Bureau of Mines and the West Virginia Dept, or Mines. After these men were qualified instructor*, they would train the other member* of the local union. This pan of the safety program was started in October 1946 and ts well under nay at the present time. (There have been several hundred instructors trained aod they in tum have trained several thousand miners.) The mine owners cooperated with us in this training by fumbhing first-aid material and meeting places. This first-aid training pro gram was established on a voluntary basis and a permanent foundation. The first-lid train ing program provides for first-aid contests between the local union groups each year. At the beginning of the year of 1947. the volume of work became so large in the safetv department that it became necessary to es tablish safety councils in och of the four fields in District *9- This was accomplished by calling meetings of the officers and com mitteemen of the local unions in each field and setting up a safety council by electing the officers from the delegates from all local unions. The officer* of these council* consist of a president, vice-president^ secretary-treas urer and the following committees: Arrange ment and Finance Committee: composed of a representative from each local union in the respective field; Publicity Committee; com posed of sh men elected in the council meet ing; Entertainment Committee: composed of six men elected by the council; and a Special Safety Committee appointed by the President of the Council to work with a special com mittee appointed by the mine owners to make special plans and rules to reduce acci dents. These safety councils have adopted a plan to give each member of each local union an opportunity to become a iscabei of tbe Coundl by signing a pledge that he will work safety. Knowing that our safety mamittmuoi would be confronted with problems that would require some technical knowledge of coal ffdfdog. X made arrangements with the Burosi of artw to provide a ad boor cdum in accident prevention. This training done by Federal Cool Mines Inspectors and consisted of training in the use of tbe flame safety lamp, the anemometer, and the pro visions of the Federal Mine Safety Code. We keep a file on an lost-time aeddent* that happen In the mines of Datria *9. We have a special form for our rafety committee to report tost-time accidents on. If we have a fatal accident, our safety committeemen aarmpany the state inspectors rn making the invmtigation and the acridem is advertised by the committee among tbe men at tbe mine as much as possible to tbe extent that we may avoid a similar accident in tbe future. Some of our plans for the future are 1. A permanent first-aid training program. t. A first-aid team in'each local union. 5. Closer compliance with tbe provisions oi the Federal Mine Safety Code. 4. Discussion in local union meetings ol icddoits and their prevention. j. Safety rules drawn up and'agreed to by the mine management and the safetv committees. 6. An agreed standard of face-timboing 7. The essential elimination of contribut ing faaors to accidents. Coal Mining Section Supervision os Applied to Safety By IAMBS H. FORGE Safety Enginaar, American Rolling Mill Company 15 Accident prevention is primarily the re (b) "Supervision must take tbe lod in pre sponsibility of management, and since the venting aeddents -- this leadership cannot siiparisor represent* management It is its- come firom any ocher source". ;>ortant that he has full knowledge of his company** policy regarding the preservation (c) "The foreman who does not plan; irapea, and check practices and equipment is the of life and limb. That policy must place stfery in fine petition for coorideratioo. and no person or expediency should be pemlHut 10 relegate it to a secsedary or unimportant consideration. There as no mystery about safety--accidents are caused--they do not jttst happen. It is not the mining of coal that injures and kills people; but rather how it is mined. If we as Miperrison would but gear or adjust ouxvrives to conditions, accidents would be greatIs reduced. The statistics lor tbe mouth of July,in tbe Sute of West Virginia shows that tg fatalities occurred is industry during ihw period. Twenty-one woe rhirgid to tbe mining in dustry. This is an indictment of all persons engaged in tbe mining of coal--management and employee alike There Is need for an aroused interest that will create a desire on the port of all of us to really face tbe facts and put an csd to the unnecessary one who is not your friend, and I per sonally don't care how much you mutter at him. He is not living up to his re sponsibility to you. and he is 00c a good manager". With such definite statements of viewpoint coming from our Executive Aloe-President and General Manager who is responsible for the company's safety program and for tbe maintenance of same on the highest possible standard, there can be absolutely no excuse for indifference on the pan of any supervisor. While our safety records have improved a great deal over the past few years there is still a great deal of room for improvement. As long as there is one accident: that fr one too many. Now accident prevention does not consist of ralo or laws, but rather of methods and practices. From this angle it can readily be seen that the all important job of safety Is teaching the proper job methods, and it must killing and oippling of coal miners. As any be recognized here that no teacher (super program must have tbe cooperation of the employee*, the intawt and support of tbe official* of the Halted Mine Workers is also visor) ran teach something that he or the doc* not know or believe in. We must reflect in our attitude, an enthusiasm bora of belief. needed in this work. Safety is tbe every day application of practiom Managancnt must take the lead in prevent ing aeddents. and ran bat do this by an enuocution of policy. The American Rolling Mill Company has always followed this written policy: () Safety. (1) Quality and (j) Pro duction. and methods which we have learned must be observed In our every day so tiiat we can have productivity with due regard and respect for tbe health and welfare of our employees. The supervisor must know the things to As an indication of our Inrent and sincerity, I quote from an address made to a large group of Snpariaon and Employees of our Middletown. Ohio plane by Mr. Calvin Ver ily. Executive Vice-President and General Manager of the company 00 the occasion of the presentation of the iron mas safety trophy 10 tbe group having the best safety record during the past ynr. look for. He must be taught to see and must he able to recognize job hazards and know the proper means of correcttoo. This indi cates the need Cor training the supervisor for safety, and I am sure we can all fed that such training tan been badly neglected in the light of the many responsibilities Imposed on the superviaon. My own company has done a great deal along that line and there still remains much (a) "Accidents are the molts of <> to be done. At tbe present time we are seri it is management's job to prevent mis ously considering a plan of assigning super takes". visors; one at a time, to the Safety Depart- 16 35th National Safety Congress, 1947 meat where a iwo week* schedule will be planned to embrace training in all phases of our organization and operations, which will indude: (a) Acddent reports. Why made--and by whom. fh) Medical reports. Value and necessity of SDK. (c) State; Federal: compensation and com pany reports of injuries; (d) State mining laws; provisions of tux. (e) Federal Safety Code provisions of same, tf) Accident investigations. Lost time and no injury accidents. fg) Timekeeping records; importance of same. (h) Purchasing department services. (i) Engineering department services. (j) Employment department service* and duties. <k) Personal relations department functions. {1) Preparation plant--marketing of coal. <m) Mine inspection--things to look tor and why. (n) Mine inspection reports, and to whoa made. fo> Msiatounee. Department funalona and responsibilities. In order to apply supervision to safety be should also be well Informed on the follow* ing matters: i, Details of all jobs or operation knowledge. . How to apply his job knowledge effectively in the training of new* or inexperienced Employees. j. Visual method at training Foreman dent-* onstrating by actually doing. t. Employees' responsibility. 5. Proper and fsecemiiy nferyequipenem and use of same. . Job and machinery hazards. 7. Job methods or practices. ft. First aid and mine rocue.* 9, Value of prompt application of corrective measures. In the training of his men the supervisor must learn and know that his effectiveness as a teacher depends largely on bis reputation for honesty and sincerity. He cannot get the interest or co-operation of his men unles, or until he has their esafidence. One sure way to close the gap between management and the employees is the conscientious application of ourselves to all nutters that are of interest and concern to our men and their families, because their concern is our .concern. We must eliminate the fog of doubt in order that each side of the problem can accept their share of the responsibility and clearly see the benefit of oo-operation. A supervisor's success as an instructor de pends to a great measure on his: 1. Personality. . Knowledge of the work. 5, Experience; both in the work and han dling men. 4. Confidence in himself rnd his men. 5. Sympathetic attitude. 6. Tact and diplomacy. Reputation. Our deeds: not words, are the greatest in fluencc in all of our undertakings. There fore. the new employee must not be turned loose so to speak, but we must give him a great deal of our time and consideration in the beginning in order that be will be able to adjust himself quickly to'new people: con ditions and surroundings. Neither the young inexperienced miner, or the experienced miner who is being trans ferred to a new job can be expected to learn or do any. job correctly unlss be is given specific instructions about the job Or WOfV to be dose. In giving instructions we should avoid using "don't*" as such a figure o( speeds will develop a negative reaction in tbt individual. Stow the individual bow to "do' or tdl Mm to "do" but always give a de tailed explanation of why it should be done a certain way, in order that he may fully un derstand the reason* for "doing". A supervisor must appreciate the power of "suggestion" and use it to full advantage in order to change employees unsafe work habit* and practices. He must approach every prob lem from the "positive" Udo-never the nega tive; if be expects to influence his men and get the resales be want*. Some examples and democstratioos: (a) Motocma* gets out of ab while motor is stiff running and runs ahead to throw a switch, and then gets bid in while vehicle h sriQ In motion, (b) taking pasts off a con veyor. belt, (c) setting up posts, (d) throwing tools aod material, (e) checking job assigned to a mao the day before, (l) Mine Foreman1* certificate--noc enough. Biggest problem h men--sometimes ourselves, and (g) coupling mine cars by hand. We must give the new employee of our rime in the beginning, and make g*n?wf to 1dm our interest ip his well being. We should repeat instruction*: make check-up, and tol Coal Mining Section 17 understood. We should take nothing for grant cd, we must have the proof for our satisfac tion. We should so conduct ourselves that any employee will feel at case to approach us on any problem concerning him or ourselves. Today, the supervisor.must be diplomatic and polite and be able to handle complex problems. There is no comparison between the present day supervisor and the old time "boas", and since so much depends on him for efficient operation. It is only fair to ex pea the time for him to get more training in feremaoshlp before he is turned loose pre maturely 00 his own and fefc to flounder around for answers to the many operating problem*. Safety should noc be considered a* separate and apart from operations but definiiely of prime importance In securing profit able results to both employer and employee. .some menus ago a newspaper article stat giaiu, * atso teet tnat me greatest single factor which would greatly and quickly reduce acci dents in coal mines today would be an active interest, and program on the part of the United Mine Worker officiate which would carry the gospel of safety to the members of every local union in the country. The miners can contribute much more in (he future towards making any safety program effective and will gladly do so when they have the ac tive support of thar leaden in a definite pro gram on acddent prevention.' In order to show the benefits of methods and pradices I point with pardonable pride to some of the result* obtained at our own mine*, especially the Montcoa) and Sticfcnry group, who have made remarkable progress in safety during tbe last few years. Here are a few (act* about the division. ed "during tbk got six (Sj years all of the nsen employed in the coal of the Unit ed State* wiH either he kitted or injured by accidents". Seated another way It meant, that 1 number of miners equal to (bow at pres ent employed voukl meet with an acddent in the course of their employment during (hat period. Year Mmjor Accidents SHS 944 *9*5 II8 19(7 *3* 83 55 6l (7 mas.) Frequency 95-* 4*-* *8/51 3I.H **5* Severity 879* 1440 1144 7-17 .84 Let us weigh this statement carefully and analyze boar nearly correct h is- This indict ment spiwt the coal industry most and can be answered, when we bee the fads with an opes mad. Fatal report* for tMf, show that 9&t mines* were kitted m tha* country last yor. and this is the lavot number in a The following figures indicate the progress made by each mine: MINE Dorothy kidney Nelli* Frequency Rate* (mas. 7) 913 >944 9I ; `W6 W7 3*-77 <6-34 3-*S *-5 *4-3` *05.96 40.79 00 17.51 997 9946 *8.17 14/38 519* 3941 great many years. On the basis of ooe fatality for every too lost time accidents: which would appear conservative, we 6nd that during a six year period we would kill 5,904 and in jure 59*400 or a total of 590,904 minox in Hemshaw No. 5 No. 6* 97.68 5S-*8- 60JJ9 45.60 16.74 11-10 37-* *051 19JW 44.96 86.U 40.60 1566 (Opened January 1945) all mines throughout the United Stato. | Tbae figures are disturbing and stagger the imagination-let us noc forget-we must face | the facts, and facing them honestly and sin- ; tardy, this menace which does more to create dhKxadou, bickering, lack of confidence in rath other, (both employees and manage ment) oo aod trill be licked only when we Mkw that it can be done. These are two sides to this problem of safety ia mining. These must be mutual inter est and understanding between employer and employees in cootwdioa with the prevention of mine icridaics. White- management must These splendid records showing a remark able reduction in accidents has resulted from a better understanding of cads others* prob lems--Iron* a sincere desire on tbe part of Em ployer and Employee to co-operate In mat ters of mutual interest, and the confidence engendered only by-huth *nd reliance in each ocher. Management muse do nothing to break faith, It we are to continue to operate our mines safely and cStiently. We must see the example by doing--death and not words axe the very cmeoce of our intentions. Id coal mining the supervisor who needs the more coaching and encouragement |* the I i '& PI 18 35th National Safely Congress, 1947 section foreman. and Management mint pro vide him with the oecomry vitamins to keep him healthy and strong for the all important responsibilities of properly directing and rar ing for hit men. As the foreman goes: so goes the company in the eyes of hb met. TUESDAY AFTERNOON SESSION October 7. 1947 Presiding: John T. Ryan, jt.. Mine Safety Appliance Co. Abatement of Coal Duet Hazard In Anthracite Mines By R. EMMET DOHERTY Engineering Staff, Anthracite Institute Operation of coal-mining equipment neces sarily results in the production of dust, the type of dust varying with the material--coal, siliceous rock or other. Another essential activjty--shoodng-produces smoke and fume*. In the past, operators and State authorities have relied on ventilation to keep such prod ucts from becoming hazards. Where the ven tilation is good, it is a long step toward at tainment of the desired conditions, although less effective with dust than with smoke and fumes. To be sure, however, the mining in dustry is supplementing measures already in effect with dust supprcsion. These control measures axe relatively inexpensive and have ihe additional advantge of keeping the air clear at all times. 'lists insures working con ditions coodurive to higher eSricncy and. through better vision, reduces injuries from falls of roof and ribs, stumbling, running into coal, timbers and equipment and sim ilar accidents. Since dust, fumes and smoke normally orig inate in related operations and in the same place, measures for the control of. one usually lake care of the others. Some of these meas ures are outlined in the following material. The suppression of air-boroc dust in mines presents a complicated problem. Careful con(deration must be given to the type of con trol equipment used, the points to be supplied from the equipment installed and the sources from which a constant supply of water on be secured. Abo. laboratory appartus b nec essary to determine locations where' amtrot methods are required and to evaluate the final results to make certain, through water sprays of proper design, that the dust and gas volumes do not rise above nfe limits. Observations in the mines have shown that a rough but useful determination of the dustinot of the air ran be made quickly by the use-of a special electric rap lamp equipped with pplbbed reflector. When air-borne dust in the air surrounding such a tamp exceed* the-accepted permissible limit of 50 mitlfoti particles per cubic foot, it is readily shown in the light beam of the lamp. When las than 50 mfUioa pattides per cubic foot are present, the air appears dear. Thb test b not effee live when the ordinary cap lamp b used; a special lamp must be used. Where boles for explosives axe drilled with hand-operated drilling machines or auger*, the rate of feed b so slow that the quantity of air-borne dust produced b negligible. Where they are drilled .by eoeapressed-airoperated power drills, the resulting dux con tamination of tbe area surrounding tbe driller has long been recognised as a major problem. Until recently, tbe only recourse; extepc for expensive and mane wet-type nmnel-drill ing machinery, was for the operators to wear filters or respirators. These are uncomfortable and while they give protectloo, tbe filcos, having spaces enough to pass suOrient air. also pass some sires of dust partida. and the protoaloe therefore b not absolutely cornpkte. although partially effective. The modem compressed-air drill h equipped with simplified water attachment* which force water through tbe drill steel amt dlxealy 10 the drill bit. practically eliminat ing dwt at thb source. Conversion from dryiyp drilling to tbe Improved wet-type ran be ` carried forward as rapidly as tbe equipment cut be obtained. Careful tests by duti-counting methods Coat Mining Section 19 how the extreme effectiveness of the wettvpe sinker in both coal and rock drilling, a means of suppressing dust. Oust counts nith these machines operated dry. and then operated wet, have been made repeatedly and show that invariably tbe use of the wet machine is adequate 10 reduce the dustl>ome particles below the minimum that is field to be dangerous. Even in the blasting of coat tbe reduction b enormous when water prays are used before blasting. Where underamcra arc used, a fuU-conc pray b mounted,on the machine at tbe re-' turn side of tbe culler bar with tbe control salve easily accessible to tbe operator. Ex(ferienoe has indicated that with the spray at thb point very little dust b generated in the sumping-out cut. Inasmuch aa the con tinuous water spray aauu In maintaining a lower cutter-bit temperature, not ooly b the life of tbe bits extended but also the danger from a probable gas ignition as minimized. The blasting operation b* obviously one where a large quantity of dust ran be re leased. especially where multiple ahotAriag Is done, as in mechanised mining. Anything done toward eliminating thb dust b a step forward. A g/iff-in.-orifice full-cone spray nozzle b used to wet tbe ribs, bottom and lace before firing a blast. It b also used to wet the coal pile after firing and as needed luring tbe taading-out praiod. Contamination 'of the atmosphere is less ened and visibility b inraeased. This b of major importance in an area where many icridmts occur while workmen are oideavoring (0 inspect tbe newly exposed roof.' Accumulations of water in the mines on lie utilized when In the vicinity of dry active workings by conducting it through pipe of adequate size to daaas and storage tanks or through boreholes to mining areas in tower vein*. Arid mine mtw can be controlled ta ome degree by tbe use of lime aa a neutraliz ing agent. Experience and tests have indicated that approximately $ gal. of water b needed per ion of coal mined. No wetting agent b nec essary when full-cooc spray nodes are used. Water b supplied to the coal faces under pressure by gravity from boteholo with con* crete dams and sumps looted fo higher veins; try gravity from abaft column lines; by me chanical pressure frocn air and electric pumps in the area: aud by Introducing air pressure into portable tank ran or stationary receiver*. The main .links ot piping should consist of a or a^-in. pipe with i-in. pipe to the working faces, A 50-it. length of yj-ln. hose serves tbe bee and b provided with a spray nozzle capable of delivering a full-cone spray, the nozzle having a y/ifi-Jn. orifice which provides 5 gal. of water per minute at s 15-lb. pressure. A valve and strainer should be installed at the end of tbe pipe to which the hose is attached. It has been found that three nozzle sties are adaptable for all phases where dust con trol measures were necessary. Most full-cone spray nozzles produce fair results at a pres sure of 15 lb, per square inch, good results at 90 lb. and excellent results at 45 tb. and higher. Since much of the water used for spraying coma from underground sources, metal noz zles were found to give short service because of the high add content of the water in con junction with high velocities through tbe nozzle orifice. One anthracite company has developed a plastic nozzle in three sues that effectively reduces the dust' concentration to within safe limits in all of the varied opera tions. Tbe mining bn of Pennsylvania provide that a certain quantity of pure air must be furnished to each employee in the mine, and further qualify thb by stating that such air must be in proportions Urge enough to "di lute, render harmless and sweep away smoke or dangerous gases." No mention b made of harmful dusts, but tbe modern mining in dustry b going a step further to insure that such air b free from high concentrations of harmful and ouuanoe dusts. Increasing the quantity of air, particularly in low veins, servo only to Increase the dusti ness by energizing dust particles, which then become air-borne, and further adds to the problem by speeding up tbe rate at which dust-laden air front one working place is carried to those adjoining. Here again we ran emphasize that the dust partide must be water-surrounded and knocked down as near its point of origin as possible. While it ran be said that ventila tion doc* little to control dust, it ran be said conversely that dust control does much to aid ventilation. The' psychological aspect is that men work ing in a dust-free atmosphere seem conscious i 20 35th National Safety Congress, 1947 Um an improvement in ventilation has been made. The physical aspect is that when water is applied to large piles o! loose coal, such as are present in mechanized mining, the infiltration of water remits in a much quicker liberation and absorption of occluded or trapped explosive fumes, carbon monoxide and oxides of nitrogen. Thus, these are picked up and diluted by the air currents instead of forming undetected pockets in the coelpUe, io be later released in the workman's face while leading goes on. In other words, noxious-gas dilution and dispersal is hastened without costly increase in ventilating volumes. Of course, we only have reference to the aerating of loose piles and not to endeavoring to assist materially the normal ventilation necessary to sweep the solid coal bee. After many experiment* to determine the efficacy of spraying baulageways to allay spill* age dust, it has been found that surface tension keeps the water sprayed from a mov ing tank car from having the desired effea. Wetting agents were then added to the water to form a water-dust emulsion. This also proved unsatisfactory and uneconomical due to the rapid evaporation caused by the low humidity of intake, air currents. It was later observed that where a full dust-control program was in effect at the work ing bees very little^ if any, dust resulted from the damp spillage in transit. It can readily be seen that by proper con trol methods the dust counts can be kept at or below acceptable allowable limits. To attempt to quote cost figures on a ton nage basis would be inconclusive due to the bet that the useful life of control equipment has not been established. Against the actual cost are tbc indeterminable profits resulting tram an improved accident record m a result of increased risibility, incrosed prodnotion doe to higher efiriency and better morale, and a probable lower labor turnover. The presence of water lines at the bees also has additional value in the prevention of mine fires. Control of Cool Dust in the Operations oi the Tennessee CooL Iron and Railroad Company By JAMES C. GRAY General Superintendent. Coal Mines Tenneesee Coal. Iron and Railroad Company The need for control of coal dust in coal mine operations is very aptly stated in a re port issued by tbc Bureau of Mines dated March *5, 1947--quote: "the outstanding lesson to be learned from this disaster is that mines which liberate little or no methane are not immune from widespread and tragic ex plosions if dry and dusty conditions therein and adequate measures are not taken to control the dust hazard.** It is the writer's sincere desire that the information presented may-add'something to (he considerable "know bow" that, has been developed on this subject by those asso ciated with the coal industry presently as well as in the past. The information pre sented will be confined to practices In the Coal Mine* of the Tennessee Cool, Iron and Railway Company and there will be no mot* quotations. The company operata five mines la the Warrior Cool Basin of Alabama, lying North west of Birmingham and adjacent to h. An other mine is presently bring developed in the same field. The output from the fit* pro ducing mines b approximately aoypoo torn per day tipple weight. All the mioes are mechanized, nsing shaking conveyors in rfaia scam work, some of which are equipped with duckbills for loading, and trackless mining equipment where bright of scut and grades permit. Modem shortwall bom various man ufacturer* are used for cutting TMi tor con veyor loading, and universal machines both caterpillar and rubber mounted are used for the traddeas method where caterpillar amunc- ed loading machines are employed for load ing into shuttle cars. * The control of coal dust can be divided Into four phases: (1) Face preparation. (1) Use of water. (3) Use of rock dust and (4) Oust control measures hi preparation plants. Coal Mining Section 21 We have noted a very considerable change due to an increase of 63 per cent in the minus fourteen-mesh in the run-ol- mine product since mechanization. Not all of this increase is due to a different method of loading but ran be accredited to a let up in good mining practices at tbc bee. We no longer have the same control of the amount of powder consumed per ton of cl mined that we had under hand tonnage loading methods. The miners themselves controlled it to some extent because it means better earnings Cor them to do so. We will not allow 3 big powerful loading machine to tear itself apart trying to dig out the back end of a cut. so on the next cut we make sure it is properly prepared foe loading by putting in a few more botes and putting in each bole all the powder the law allows. Sooa we shall have completed the establishment of cutting, drilling aind shooting standards for all bee conditions in our mines. These standards are presented in diagram readily understood by ail supervisors and workmen. It is a simple matter to measure bow near we come at the end of the moefth to meeting that standard. Thus we hope to get the best start possible in the control of coat dust and tint is to minimize the amount we has* to control. If you haven't given this phase of dust con trol real attaation. it is recommended that ou do so--you may also find that the load ing machine will perform more rifidently wben loading from a properly shot bee than it will from an overshot bee. .in impiosivc feature to the writer when first employed by the Tennessee Coal. Iron and Railway Company In 1937 was the spray line system that made water available to aU working places in each mine In order to allay cool dust. But the most unique control feature was the hollow bar on alt mining machines that permitted piping water to the cutter head on the end of the bar--thereby killing coal dust at its prindpie source. No technical paper is contemplated but we have all beard about the interbda] temicn be tween a solid and a liquid and bow wetting of tbc solid does not take place when the tension is high. Put enough water to the cutter bead and-you can forget all about the interbda! tendon between coal and water. You need not be eoncancd, at least at this point, with full-cone nodes, flat spray nodes, misting nodes, atomizing nozzles or any* modifications thereof. Wet it until a handful will ball readily under slight pressure and the cuttings arc under control. This is and has been the practice on all mining machines since tgn when the method was first de veloped and installed on a machine in the Edgrwater Mine at Edgewater, Alabama. This method is superior to any other method ever observed by the author because it not only controls the dust at the bee during the cutting operation but. because all the cut tings are wetted, no dust is created by them when they are loaded, transferred and hauled to the surface. Furtber-it is equally effective for all methods of cutting the bee whether bottom, top or shear cut is practiced. OUmt uses of water to control coal dust include: 1. Spraying during the operation of all loading machines through nozzles at tached to the machine in such manner that the spray extends over the gather ing head of the machine. x. Spraying shuttle car roadways when neceaary. 3. Spraying the material as it is transferred into the mine car from the conveyor or shuttle car. 4. Spraying loaded can at convenient points in transit to tbe underground dump. j. Spraying immediately before and dur ing the dumping operation. Alt tbe water used for allaying dust is ob tained from the underground workings. In some cases the sprinkling lines are connected directly to the pump lines, in others the underground water.is pumped to a reservoir or tank on tbe surface and (hen fed to the sprinkling lines, relying on force of gravity and head of water to provide the necessary pressure. The water is not treated in any manner at any of the mines. To accomplish the foregoing, the inventory of January 1. 1947 shows approximately 7a miles of pipe lines of various sizes in the ftte operating mines. In addition to providing means to allay dust, the spray system has been of immeasur able value In extinguishing fires that have occurred in the operations. A third method of controlling cool dust is through the use of' rock dust. As ait working places are advanced, they are rock dusted by band. Fresent company standards require 22 35th National Safety Congress, 1947 this to be done to within so* of the working (ace. It is a iurther requirement that all breakthroughs be rode dusted immediately following the loading of the last cut of coal therefrom. Rock dusting Is also done with a track mounted high pressure machine. This is done on the third shift where the mine is scheduled for two operating turns per day and on the week-end off shifts where the mine is sched uled for three operating turns per day. Pro visions are made at overcasts and in stop pings at about 900' intervals on main slopes to dust trackless air returns. To maintain compliance with approved standards of incombustible content, field samples are collected at regular periods, analyzed at our own laboratory and the re sults are used as a guide for the scheduling of future rock dust activities. Every shipment of rock dust received is sampled and tested for size in order to assure maintenance of the specification of 70 per cent through a Ko-moh screen. For the past several years approximately 10 pounds of rode dust have been distributed for every ton of usable coal removed. In order to control dust in preparation plants live steam is blown onto the coal as it enters the crushing plant. This practice has only been used for the past year but has been found to be more effective than water spray insofar as the control of dust is con cerned. This live seam method keeps the moisture content down in the material until it has reached the wet processes in the prep aration plant. As a further aid to control the dust in these plants, they are washed dowr each shift where possible. There are many, points where the. plant design will not permit this to be done with out protective measures regarding the dectricat equipment. At wdi -places washing down Is not so frequent but is performed at intervals. This matter will be given more con sideration in the design of the preparation plant at the new mine than was given to the plaots now io operation. The foregoing covers briefly the outstand ing practices of the Tennearer Coal, Iron and Railroad Company to control duu in aal mine operations. A survey was conducted throughout the Company's ooal mines in 194* by the Division of Industrial Hygiene of the Alabama Sate Health Department. The sur vey proved conclusively that, if the practices heretofore reviewed are adheieil to strictly, it Is passible to keep within a maximum limit of to million partido per cubic foot of air at the working faces of our mines under our tarn conditions. That the practices have merit was force fully demonstrated in 1941 at the Docena Mine when a explosion caused the km of five lives. The report, of Urn disaster stated that--the propagation of this explo sion by dost was arrested by: (. liberal rock Himiwg by hand while driv ing the entries, with subsequent dusting of the slope by machine, and t. The use of water 00 the mining machine cutter ban, earning a damp condition of the dust that remained on the bottom at the face advanced. The Centralia Mine Disaster By ML J. ANKENY . Coal-MIno Inspector, United States Bureau ci Mines An explosion occurred in the No. g mine of the Centralia Cool Company * miles south of Centralia. Marion County, Illinois, at 3; *6 pan.. March *5, 1947. The explosion re sulted in the death of in men, of whom 65 jyere killed by burns and violence and 46 by zfterilamp. One of the victims of the after damp was rescued and died later on the sur face. One hundred and forty-two men woe in the mine at the time of the explosion: 14 men ewaped unaided, and 8 including the afterdamp victim were rescued. Two hundred and sixty-seven men woe employed at this mine; 30 oa the surface aad 7 underground. Of the ziy underground employees, 79 worked oa the night shift The average daily production was tji| tons of cost The mine is opened by two wood-lined shafts, consisting of a mala hobcing >*r 540 Coal Mining Section 23 feet in depth, through which coal, supplies, refuse, and ua|ilnjras arc handled, and a doulilr oiwiifvirtmcnt down-cast air shaft 537 feet in depth and ijoo foci from the hoisting thaft. One woftnneat was equipped with a substantial wood and weal stairway. The coolhoisting shaft served as the main air outlet. The mine is operated in the Illinois No. 0 coal bed, which averages 76 inches in thick ness in the prraent working areas. The coal bed lies fiat, accept for local dips. The cover, over the coal bed tango from 500 feet to 573 ft at this property. The ratio of volatile matter to total com- Itutiblc raiuv of a composite of four face -staples of cool from this mine is 045. This ratio is an index to the exptosibiliiy ofthe <Ju$t. Experiments at the Bureau of Mines Experimental mine at Sniceton, Poutsylrania. indicate that coel having a ratio of volatile mailer lo total combustible matter of o.i or greater t* explosive and that the cxplosibility inaeasa as the ratio inraesves. The room-oisd-pUlar method ot mining wit followed, and pillars were not extracted. The main entries, were drives two and three abreast, and room entries were turned right and left off the main entries, generally in pain. The room entries were turned off the main entries at 800-foot intervals: entries were driven tt feet in width. Rooms, 18 to 90 feet in width, were turned on fio-fooc centers off (be headings and air oourso and were driven 10 a depth of 400 feet. Room and entry cross cuts were made at 60-foot intervals. The cool was undercut to a depth of 8^ feet with nonpermissible shortwall mining machines, and was drilled with nonper missible post-mounted electric drills. All cool was leaded into mine can and shuttle an with aoopomisnbte caterpillar-mounted load ing machines. Ventilation was provided by a 7-toot airplane-propeller-type fan operated blowing and located about 100 feet bom tbe bottom of the inUtc air shah. During the Federal inspection of March 17-10, 1947. the fan was delivering 7x400 cubic fret of air a minute into tbe mine at a water-gage pressure of 1.3 inches. Tbe fan was run continuously and was inspected daily by the efoctriaan. One continuous air droilt ntillring doors and an overcast was used to ventilate the entire mine. Tbe t woe hauiageway was in Intake air to (he fiat working section, and the 4 west and main smith hanbgcways and booting shaft were m return air. A few concrete-block stop pings had been erected along the t west and 4 west haulagcways. All other stoppings were of wooden construction. The mine was considered to be gassy by the Federal Bureau of Mines, but was not so con1 sidered by tbe Illinois Department of Mines and Minerals. Two certified mine examiners were employed to make preshift examinations of the mine for gas and to observe and inspect for other hazards, bat such examinations were started eight hours before the first shift en tered the mine. An uncertified mine examiner made a preshift examination of tbe working faces about two hours before the second shift entered the mine. Examination* for gas were not made during the working shift. During the March 1947 Federal irupeaioa. the mine was liberating methane at a calculated rate of 60071 cubic feet in a t4-bour period. The mine was exceedingly dry and dusty, and heavy deposits of coal dust were present along the roadways in working places and on the roof, ribs, and timbers in working sec tions. Heavy deposits of coal dust existed along tbe roadways in room entries and in the center of the main haulage road on 4 west. Very little effort had been made to load out cxcemivc quantities of dust, and watering methods had not been employed to allay the dust at its source. Rock dost bad been ap plied to -the roof, ribs, and roads of active haulage entries, but such rock dusting was not maintained date enough to the working frees, and rock dust Was not applied in rooms. In active entries, the rock-dusted zoom at the time of the explosion terminated at distances varying from 300 to 1,000 feet outby from tbe faces. Rib and roof samples collected during the investigation, from rock-dusted areas in the portion of the mine affected by tbe explosion, contained 49 to 79 percent incombustible mat ter-and averaged 5s percent. Rood samples collected at tbe same locations contained 97 to 79 percent incombustible matter and aver aged 45 percent. Attention is called to the (act that some of these samples were contami nated by coal dost carried and deposited by the explosion. Rib and roof samples collected from non-rock-dusted areas in the active work ing sections affected by the explosion con tained ag to 38 percent incombustible matter and averaged 33 percent. Rood samples col lected at the same locations contained from 31 to 39 percent incombustible matter and 24 35th National Safety Congress, 1947 averaged JS percent. Coked particles were present in varying amounts in ail of the sam ples collected in non rock-dusted areas, in dicating that all of these locations were close ly involved in the explosion. E.xplosibility tests on the Illinois No. 6 coal tied, conducted at the Buiau of Mines Ex perimental mine it Bniceton, Pennsylvania (see Bulletin 167, page 149), indicated that this cool dust required the presence of 33 percent incombustible matter to prevent igni tion when no gas was present and required the presence of at least 59 percent incombust ible matter to prevent propagation under the same conditions: this percentage gave prac tically no factor of safety. It is concluded from this that much of the untreated dust in the face regions was capable of initiating and propagating an explosion, while the rust on (he rock-dusted haulage entries was on the (order line insofar as propagation was con cerned: unquestionably this mine should be rock-dusted so the combined rode dust--coal dust mixture is at least 65 percent incom bustible. Main haulage was accomplished with 15ton electric trolley-pole locomotive* over a single-track system from sidetracks to the shaft bottom. Trolley-pole and cable-red lo co mothcs were used Tor servicing loading machines and secondary haulage. Cablereel shuttle cars were used to service two of the loading machines. Steel end-gatc-tvpc mine cars of 3.ton capacity were in use. The can of tool were hoisted on self-dumping cages. The coal hoist, which was also used for handling men and materials, war of the singledntn design, and was steam-driven. Incandescent electric lights operated from the mine circuit were installed at the shaft iwttotn and at irregular intervals along main and secondary haulage roads. Permissible electric cap lamps were used by the mine examiners (or individual illumination under ground. All other underground employees used carbide lamps for portable illumination. I'he mine examiners used permissible Same safety lamps which they cleaned, filled, as sembled. and kept in their custody. Smoking was permitted and practiced freely underground. All machinery underground eras operated electrically by' :jo volts direct current. Two substations were located underground in well* ventilated fireproof structures. All mining machines, loading machines. drills, shuttle cars, and cable-red locomotives were of the non-pcnntssiblc type and received their power through trailing cables connected to power wires, generally located in return air. Permissible explosives. Black Diamond No. 5 in il4- by 8-inch cartridges, were used (or all blasting purposes. Shots were fired with No. 6 strength blasting caps and orange wax fuse ignited with the flame of carbide tamps. Drillers worked in pairs. While one driller operated the past-mounted dearie drill, the other prepared (he primers and charged the shot holes. Normally, 6 hols were drilled in entries and crosscuts: 8 boles woe drilled in diameter, approximately 8 feet is depth and rooms. The boles were about inches in drilled In two horizontal planes, with an equal number of boles In ach horizon. The bottom holes were about 3 feet from the undercut and. the top botes about ku above the bottom holes, rrimefs were generally made up near the working bees and variable lengths of fuse were used to obtain the desired order of firing. The fuses s ue slit nor the ends to that they could be readily ignited with car bide lamps. Charges of explosives varied from 1 to x pounds, with the larger charges being used in the top rib botes. The shot hols were charged during the working shift. Stemming of cool cuttings and surface day was used and was made up in prepared dummies 14 inches in length. From t to 3 dummies were used in cadi shot hole, and many charged shots were noted to be tamped with cos! cutting*. Wood en tamping sticks were used. Thedrillen were also the shot firtTS, and they ignited the shots at the end of the working shift. The shot firm were given the signal to light the shots by the foreman or one of the other employees after all normal face operations had ceased and the employees were u the man-trips or en route thereto. The center bottom boles wenr ignited first, the bottom rib boles next, then the top center botes, and the top rib holes were ignited last. The mine was operating normally. and no unusual conditions in so Car as eoold be ascer tained bad been reported prior to the time of the eaplosioa. No intcmipcioat tn the ven tilation system bad occurred. The weather was dear and lair, and there had been no sudden changes in hiunfair puaumc or unusual temperature changes. - The mine ocaminors' icjkmu (or March q and March 13 indicated mining condi tion*. Bad top was reported ha nine of the Coal Mining Section 25 working placet, and all other places were re ported to be in a safe condition for the twoday period. Story tit* Explosion cmd Hsconry Operations The explosion occurred at j:*6 p.ra., March :S' >!M7- The assistant mine superintendent was standing in the surface power plant when the fuse in the fan power dreuit on the switchboard blew opt, and that was the first evidence be had that there was something wrong in the mine. Before the fuse could be replaced, several men came out of the mine and reported that there was something seri ously wrong inside. The assistant superin tendent then assembled a permissible flame safety tamp, procured a permissible dearie rep lamp, and entered the mine. The eager ni the only person at the shaft bottom when he arrived. Re then proceeded to the bn, which is located underground 1300 feet south of the hoisting shaft. When be arrived at the fas, be found it operating properly, and be then met the mine manager and three other employees there. The mine manager advised him tint the situation looked bad. After a short discussion with the mine manager as to the procedure to be followed 10 try and rescue the workmen, he proceeded to make toils in the main return airway outby the bn with a permissible flame safety bmp to ascertain wbefher or not any methane was present in the atmosphere. No aetane was detected and relatively little smoke or dust was present at that time. Severe! men arrived from the shaft bottom with a locomotive and were instructed to go into the. main south entry and pick up two men that had preceded them into this entry: however, they were instructed ro return to the shaft bottom if they felt any effects of afterdamp. The motor crew traveled only a short distance into the main south when they found one of the men in a dated condition, due to the effects of after damp. He was brought to the surface where he recovered, but the other man was briber inside tod his body was not found until the tax day of recovery operations, '['he asbtane superintendent received a telephone call from someone at 13 north 1 west requesting help for several mm that were at the 13 and 14 north junction. He instructed the night fore man and the men that were with him to pro ceed to 13 north in the Intake air, but not to go beyond 13 north. After he had issued these instructions Ik returned tn the surface. Upon his return to the surface at 4:40 p.m., he found that a State Mine Inspector bad arrived at the mine. The inspector immediately or- dered the electric power to be cut off from the mine. He then proceeded to the mine office to ascertain if the officials of the Stale Department of Mines and Minerals and tbc Supervising Engineer of the Bureau of Mines had been notified of the disaster. He then entered the mine. While passing the motor ham door near the shaft bottom, the tele phone tang; answering the telephone, be found that the call was made by one of the four men who came out of the 14 north entry alive after the "explosion, and he instructed the survivors to stay at 13 north until be returned to the surface and obtained electric cap lamps. Upon his arrival on the surface at 7:45 pan., he found ihi the DuQuotn rescue team and the State Safety Engineer had arrived. The inspector and the safety en- ginco entered the mine -with the rescue team at 6 pan. and proceeded to jf north 1 west and sent the survivors to the surface on stretchers. While rescuing the four survivors at 16 north, 16 bodies were found along the s west haulage road at >3 north. The intake air enters the 1 west haulage entry through an osercut ijoo feet tnby the shaft bottom, and tbc mum air passes under the main south overcast, which places the haulage road between the shaft bottom and the t west on return air. Consequently, the return airway had to be dosed with a tempo rary stopping, and the doors at the entrance to 1 west had to be opened to short-circuit the ventilating current and place the roadway between the shaft bottom and the 1 west en try on fresh air. This procedure was repeated each time rescue teams changed. Due to the violence of the explosion, all stoppings and doors inby 15 north t west and the stoppings between , so and at north off 4 west were destroyed. As a result, recovery work was delayed considerably because build ing material had to be obtained and trans ported from the surface into the mine, and stoppings had to be built to provide ven tilation for the recovery crews to advance. Delays were also incurred because of the assoonts of carbon monoxide encountered, which had to be cleared before exploration could be continued. Recovery work was sorted at 13 north 1 west and was continued on through 18. 19, xffj: ; ran.; 26 35th Motional Safety Congress, 1947 tit, and * north room entries and the i and s wot main entries. The recovery work through this area was retarded because of the effect* of the violence ot the explosion. Recovery work in the so, * and *1 north and 3 and 14 south room entries off 4 west progressed rapidly because of little violence. The last body was recovered in to north off 4 west at 5:30 aziu March 30. tmmediately after the last body was recovered, sev eral crews of men realtered the mine to re store ventilation and to direct the air current in iu proper course by removing temporary topping* from the mouth of room entries and t>T building additional stopping* where they Mere required. This work was completed at 6 am-, March 30. The mine was dosed again* the entrance of persons for two days to permit afterdamp to dear up in the return. 11k working faces and haulageways were exam ined by certified officials on Wednesday. April *, and the mine was found to be in t safe condition for the various investigating com mittees to proceed. The recovery operation* were ottdaUy ended at 9 aas^ April a. Summary of Evldmce Conditions observed in the mine after the explosion, together with information avail able from previous Federal coal-mine inspec tion reports, provided ample evidence as to the point of origin and au.se of the explosion. Facts based on this.evidence are susnearoed as follows; , The mine was dry and dusty: heavy de posits of fine tual dust woe present on the roof, ribs. Soot, and timbers of all aetive working sections of the mine. a. Rock dust had not been applied in rooms: or in entries for a considerable distance back from the working faces. j. Methane in an appreciable amount was tioi found during recovery operations and only a very small quantity of methane was found in air samples colloaed in potrly vcn. tilatcd working faces during the inrestiga llon. No evidence was found to imSicatc that methane was involved in this explosion . 4. The explosion occurred at the end of (he shift after all bee operations bad ceased, except for blasting operations. Blasting was the only procedure in progress capable of raising an ignluble dust doud Into the air when the explosion occurred. V Permissible aplonns were being fired in a nonpennissible manner with "apt" and fuse, and coal dun was being used for stemming. 6. Major forces of the explosion radiated from the face working* of the 1 wm entry in all directions toward open workings. 7. Flame from the explosion died away rap idly upon reaching rock-dusted zone* in en tries and upon reaching abandoned workings in which falls covered much of the coal dost left by the mining operations. 3. The only working place in which there was definite evidence of forces traveling outby in the area between the face and the last open mrrr** was the face of the 1 west entry. 9. There was definite evidence of radiation of forces to the north, sooth, and art at the junction of 1 west and the last open crosscuts 10 the right and left. Com of the Explosion Representatives of the United States Bureau of Mins*who hmktigMod the disaster believe that the explosion originated at the face of 1 west entry, that It was scrirtly a coal-dust explosion propagated by cowl dust throughout lour working sections of the mine, and that di> dww was raised into the air and -.ted by explosives find in a dangerous and. nonperwiiwable manner. T--nfiB to bn Lnaznnd from the CaedUoas os Tby Bilal* to A* Explontoa The outstanding lemon to be learned from this disaster is that mines which liberate little or no methane axe not immune from widespread and tragic explosions if dry and dusty conditions exist therein and adequate measures are not taken to control the dust hamrd. a. This explosion has forcrfuUy demon* Mnied the need to reevaluate the diut-explo sion hazard. Up to the present lime, it has not beat customary far the coal-aunlng indus try, the Bureau of Muses, State Department* of Mist*, or any ether group dealing with mine safety miners te regard dry and dusty condition* in mines constituting aa Imminent danger of such mgriuide as to warrant the withdrawal of mot. particularly if the- mine does not liberate methane. If explosions of (Jus type are to be prevented, it will be neces sary In the future to regard dry and dusty conditions In mines as imminently dangerous and to withdraw the men from the mine or Coal Mining Section 27 jXHtiow thereof where such dangerous condi tions exist, until appropriate measures have been taken to remedy these conditions. j. The partial rock dusting of mines as a rei-'-dy for (be on! dust explosion hazard lead* to a fake sense of security. In this invtaooe, the application of rock dust on haul age entries did not prevent the explosion from propagating from room to room through crowcuts. A study of the conditions revoked that this explosion propagated throughout four seasons of the mine by traveling mainly through rooms and dying out as It nacbcd the rock-dusted haulage roods and abandoned areas. The spread of dust expiation from one working place to another will be prevented by means of rock dusting only when rock dust is applied In mil working places up lo and including the tut open crosscuts. The appB- cation of rock dust along the fuutage entries in this mine appears to have prevented the propagation of flame to the shaft bottom and probably saved the lives of 31 men. 4. Permissible explosives, charged and fired in a permissible manner, are safe. Penniwiblc explosives stemmed with coal dust and fired with fuse in a dependent sequence are dan* gerous. The maximum safety will be obtained, however, when all shots are fired in a per missible manner while all men except tbe shot firers are out of the mine. 5. Evidence obtained during the recovery operations indicated that 44 men working in two sections of tbe mine, not affected by tbe Same or violence of the explosion, could hare saved themselves if they had known the priodptes of erecting barricades after explo sion*. Improvements in the Design ot Mining Machinery to Increase Safety By J. E. M. WILSON District Manager, The Jeffrey Manufacturing Company Today the initial design of iw all face madiincry a of (he so-called permissible or tiflodcia toted types which iMnedxaiety Mjggau positive mrinaures of alt ckcxriat components which for want of a better name may be termed "potential fire.** It it simply awnsard bow that moving parts such as gear uains and chain drives rill be enclosed or shielded. These feature are basic with many special protective devices and arrangements added to particular types of machines, some of which will be dismissed in the following paragraphs. On modem cutters, loaders and drilling units considerable thought has been given to the location of the controls so that oper ator mil be back fraca the face in a pro* lectcd posilion. These controls are grouped so the opentor need not more from this one position to control all movements of (he unit, which mesas his attention is never diverted from the operation of cutting or loading or drilling u> search for a lever, a wheel or a crank. Controls that inadvertently might be moved to the "oe" position by a roof fall or 'ome objea thrown onto the machine are either placed in a niche o* shielded; in any case, the control handle 1 - .tanged so that anything falling on it tends to more it toward the "off** position. On transportation equipment such as loco motives, mounts are grouped and arranged to tbe aMtonun's best advantage. On loco motive*, all control levers are manipulated by the hands because steering is unnecessary, but rioce shuttle cars must be guided, acceler ating switches and brakes, except tbe parking brake, are foot operated. Both locomotive, aad shuttle cars can be constructed right or left hand; this is more important in the case of locomotive* because it is essential that the motorman be positioned on the side op posite the trolley wire. Much has been said for and against provid ing space for the operator and the helper on mobile face equipment. It is generally desir able to provide riding space for the machine operator if Cor no other reason than to pre vent the machine from moving away front him and getting out of control. Such space is protected as much as possible but Is no barFier to hi* moving nut in case of emergency. 1 ^4 ,u;n iva<tow ja/v congress, *r+f On few machines is there space for the helper to ride: not because he hat been overlooked by the designer, but for two reasons: first, because it is desirable to have the helper pre cede the unit when tramming to throw switch es, watch the pick-up of the trailing cable, watch for other mobile equipment, etc., and twtnu- dimensional limitations pre dude arrangement of ample space for the hdper. Since these machines tram no faster than * 3 m^e* P hour and distances between working faces are short or should be, this doe n*X w to be a serious omission. On gathering locomotives, however, it is generally agreed that compartments with ample space and adequate protection should be available for both motonoan and trip rider. Souse provision for the snapper has been worked into the design of gathering locomotives (or a number of yean but they have always been satisfactory; perhaps it was a step or a scat cm a sand box or a space too --* to accommodate the trip rider's body is low caaL Whatever the objec tions. it was a sincere efixt by the engineer to design safety into a mine locomotive. Today wider gauges, greater clearances, larger radii curves and better track have made possible more spacious and safer compartments. In them a man can comfortably sic, in some, lie down, protected by high and heavy sides and ends. The same design on be applied to haulage locomotives, but, generally, there is suffi cient pw in Use control end for both motor- man and trip rider. To minimise bodily and mental fatigue in a hazardous occupation is extremely desirable. The use of bniniulka has contributed to the rapid and easy manipnlatino of mining ma chines of different types and has made pos sible motions not otherwise possible except with extremely complicated mechanisms. Un fortunately. is has introduced the hazard of oil as the hydraulic medium. The danger from oil accrues from leaks hi the hydraulic mxtwn, ih of oil on the ma chines and the pcmiblc ignition of such oik Improved tubing, hose and fittings have de creased the pcmibOiry of leaks, but leaks must be rtwdud immediately aad oil accumula tions prevented on ail hydraulically actuated equipment. So far no satisfactory non-flammable hy draulic medium has been found. Wittx has been tried, but while its corrosive effects coqld be overcome, it neither has the neces sary viscosity nor desirable lubricating quali ties. It is hoped a non-flammable substitute having characteristics comparable to oil will be developed. Several well known chemical companies are working toward this end. Mechaniation has emphasized the need for water spraying at the face. Usually the allay ing of dust by spraying as done during the cutting operation and sometimes, addition ally. while machine loading. Spray devices consist of nozzles or piped cutter bun connected to sources of water sup ply by hoses and pipes with the necessary fit tings. Some people feel that the piped bar whereby water is delivered to the inside of the kerf most effectively wen all fine particles before being conveyed out by the cutter chain. Others are convinced that the cutter chain lends to obstruct the effluent and prefer a two nozzle combination: one regulated to a pendt stream aimed at the ingoing strand of cutter chain so* the chain conveys the water into the kerf, and the other regulated to a spray covering a large area at the exit of the cutter chain so as to allay any dust not previously wetted. Some mines are completely piped lor water under pressure so it b a simple chore to con nect spriy devices to such a source. Many mines are not so equipped and must have other means of delivering the water to the face under pressure. Tanks designed as a pan of the cutting machine or separately mounted on wheels and coupled to the enuer, with pumps driven either mechanically from some 'available drive shaft or independently driver by a motor solve this situation. Tanks as a part of the cutting unit are necessarily limit ed in capadty and while various compounds are available to break down surface tension to conserve water, there seems to be a definite preference for the larger capadty trailed water car. There are many types of detukaj control, each having a definite application. For the purpose of this paper, only brief reference will be made to controls that have some influ ence on safety. Drum control has been the commonest type for many years, primarily, because of siaplidty and favorable space factor. Its main disadvantage, safety wise, is the breaking of the operating currents within the controller case. To eliminate the main break, which is the sevoe break, from the controller case. Coal Mining Section 29 "ground potential control'' was devised. Es sentially, it consists of a contactor in the pos itive side of the line to take the main break and the controller operating cylinder In the negative side. The potential of the contact fin gers and cylinder are the same as the con troller case and locomotive frame, which elim inates the possibility of arcing through the controller case and burning the mocorman. The use of a contactor nut possible the insertion of a aafery snap switch in the con tactor operating coil circuit, so if a controller on a jpthcring locomotive talcing power through the able reel becomes jammed, the power circuit can be opened by means of the nap switch--contactor combination. Where space permits, contactor control is used to eliminate breaking all machine oper ating currents from the controller- Its best application is for handling high amperages, (or example, on heavy haulage locomotives. Reversing controllers on gathering locomo tives sarking loading machines are now al most always used. By moving the operating handle in one direction, the locomotive gots forward. In the opposite direction, it moves backward. With no separate reverse switch to throw, only one hand is needed for con troller operation. Another type, usually applied to haulage locomotives, provides acceleration by movemoit of the operating handle in one ditec* tion and dynamic braking in the opposite direction. Such a controller must have a sep arate reverse switch but considerably simpli fies the dynamic braking application. Some haulage locomotives have been built with a low voltage circuit for contactor and headlight operation; this power usually being applied by a storage hauery, charged by a email motor-generator sec. The prindpat ad vantage from this system is uninterrupted power for dynamic braking and headlights even though the trolley leaves the wire or a power interruption occurs. Electrically, the fuse is the well known over load device and it is effective if properly maintained. Its popularity has waned, how ever. because of abuse, such as too large fuses and substitution of them with pieces of (rollcy wire or nails. It is still largely used in main circuits for short circuit protection. The overload relay has displaced the fuse oq mining equipment to a very Urge extent. Of course, it is possible to tamper with the setting of the relay but this has been hin dered, in many Instances, by placing the relay in a locked cue. To prevent a motor from starting with the controller in the "on" position after a power interruption or after a relay has been tripped by an overload, the "no voltage" feature is used. This hook up accomplished by means of contactor* and electric lock-outs, makes it necessary to return the controller to the "off" position to pick up the main power contactor. Torque type safety devices are used on moot cutters, loaders and drills. This is exempli fied by the safety dutch for the hand held drill to limit the torque to what a man can resist, the safety clutch in the cutter chain drive of the universal cutter and the dutches in the drives of loading mechanisms on load ers as protection against shock loads. All mobile units now are equipped with brakes of varying types depending upon serv ice conditions. Muchhas been done to im prove brakes in recent years and therefore, a brief review h in order. The mechanical brake is the otdest and one still widely used; more efficient linkage, larger drums and longer lasting linings embrace most of the improvements. As example of a popular mechanical brake is the quick acting lever type on service locomotives behind load ing machines. The air brake it used more than ever now on mine haulage locomotives but its appli cation is limited because of the space re quired for compressor, reservoir and cylinders. Hydraulic brakes, as applied to mining equipment, represent the newest development and one that has a wider application than air because of space factor. Such brakes have already been designed into locomotives, shut tle cars and loaders. . On equipment, having air or hydraulic brakes, independent mechanically actuated parking brakes are provided because brakes vet by air or oil might gradually release after a time due to line leakage. The automatic spooling device has been used for many yean on the horizontal axis cable red for gathering locomotives, but it is a comparatively recent adjunct to cutting, loading and drilling machines, it replaces the manually operated spooler relieving the oper ator or helper of this chore and assuring more even and positive reeling of the cable. While able is not within the scope of this paper, the flame resistant type is such an ira- 30 ?Hth National Safety Congress, 1947 porunt qmtributiort lo mine alct), that reference to it oonot be omitted. Many nonufiannn bare adopted it a* a oandard type for underground oqwjmcat. HeadligjKs tor Bam yean acre confined to locomotive*, and face illumination de[icndd oaiidt tm the tap lamp. Nov taoM mobile tutiu bate one or more headlight* principal!* for bean face fighting: in vmk ttutaaoes hod^a trilh rad lento are BMOiecd in a r--pinne location a* tail Trolley nnaetrt drriac a the deiignainn given to a trafc> iurmfcH penuaiUr . courage o-a read by binging fbr and pfuaac tkr taad At pew inlndi face United Staler Bureau of Mine*. Many maduns, particularly cutter*, originally open type bare been ommted to the approved type by change* and u|ilumtuU o certain items, per coovcnion Ummctiam furnished by the manufacturer*. PradkaSt alt gather ing locomotives and able reef shuttle car* now being placed in operation m coal mine* arc of the explosion toted type: a term given to unit* whidi do not cany the approval plate of the United Stater Bmu of Mine* but which bare had i used or "bfeva" at the United State* I of Mhae* lalnatay. Uadi bm been done and is hchf do optnimb by the Barca* of Mines at amtfagnrer* of i core and builds (fasud by comparing the o dneed today wish those of f vean ago. and. mhotaefb, pngs* i In^xovamests fas the Dariqn erf Mainq Mnrlilni f to&KtMMSafaty By ANDREW HYSLOP, JR. Chiaf faqinMir, Hmv Coal Co. The mining j--~ k vliiiii jog; into mechantealion with csss' increasing speed, f-ach new wage contract and the wrowsit vgunair from competitire back is rapidly forcing band methods into an impossible turner. Therefore, any safety program in the (ml mines which is to be effective must gjre a great deal of attention to the design of (he machinery which i* being ttsed in ever increasing quantities, I would like to point out that ordinary mmpilation of statistics on coal mine acci dent* doe* not at all truly reflect the effect of machine design on accidents.* Accident* attributed u> machinery form a compara tively small percentage .of the local accidents, altout nine per cent according to the Bureau of Mina reports. Yet in a great many acci dents not attributed to machinery, the de sign of mechanical equipment being used is a definite contributing cause. As ap example: a loading machine operator is injured by a fall at the face. This it listed unda falls of roof and coal ohiW rimer anafyiit may reVdll lha the <ldp *f oemtated that theipiifcc merit loo rime to the face or tint the shape of the gathering liead k such tint adequate prating was not possible. Frequently, we bed scridmu called haulage .uddents where the design of locomotives i* mine cm is the baric cause of the acrid- tit. When aoridoos are thus ana lyzed. the design of machinery looms quite large as a factor in accident prevention. The So. t killer in the mines it fall* of roof and coal. This <faistin accounts for approximately 90 per cent of our coal mine bulitks and *5 per cent of nonfatal injuries. Studies on roof accidents hare indi cated that something like 50 per cent of roof accidents are caused by insufficient or im proper timbering. This amounts to >5 per cent of the Caul accidents in mines and 1 per cent of the non-Caul accidents. Major disaster* in coal mines account for about 10 per cent of the tout Fatal acci Coal Mining Section 31 dents, yet this 10 per cent brings on a deluge of critical publidty, endless revision of safety regulation an. . opection standards requiring million* of dollars in expenditures, let this timbering classification with much greater importance from a safety standpoint tu only mager attention. Thb daaifiation whidi carries such a pre ponderant percentage figure demand* dose -owiisnr m any study of mine safety. It fol low* therefore that in designing machine* bar mat mine, the effect on roof control must (a gha paramount consideration. To con- treat i*ggid machines of high aparity did wiB operate in the close dearanca dernmmdmd by good roof support, proems a praMem of no small magnitude to the en- same. Many mistake have been made on Ms pniuiL Machines bare been buHt which ^raAd do a good job where roof structure dfcm* grad donoa. but fail completely haa tnri in mimes with a roof which reqafoas dare tirals linr Tbc attempt to ttsc msriwara mqniring dearance beyond the imriw mt dhr *wf condition can only mean a par soared hare a safely standpoint. .As we wok ora oar better coal seams and are lri re mwae coal from areas with let* i conditions, this factor of Increasingly important. : that in construction of r of the future, which i rugged and of ever intrariag capacity, this problem1 of dearance nqairr* tbc best in engineering skill and "know bow.** Briefly stated, the goal in de sign for dose timbering is the maximum in maneuverability in minimum space require ment*. Modi has been done to attain this, especially in rotting equipment where ma* chines hare been designed which are quite flexible; however, much remains io be done iwfoce we can say that we hare the problem <oived in other types of machines. While on this subject of timbering, it may lr well to mention the mechanisation of this phase of mining. Machinery manufacturers hare been slow to enter this field due to tbc proa (or tbc machines and pans already in production, however, the need for such ma chine is so great that several operating com panies have taken it upon themselves to bond machina for this service. Such ma chines indude a device for mechanically lift ing a crossbar to the roof and bolding it there while the supporting posts are Installed under it, usually a power saw for cutting the |Ku to correct length, and farilitia for car rying supplies either on the machine itself or on a car towed by it. It has been found that the use of these machine* has considerably increased the work that may be done hy the timbering, and, perhaps of greater importance, has improved the quality of tbc timbering job. Since posts can be easily cut to length with a minimum of effort, we find that with this machine there is less make-shift posting, more crowliars and more pests are set with greatly improved workmanship in this phase of the work erde. Another important factor in machine de sign from a safety standpoint is tbe noise nude hy the machine while operating. The miner depends a great deal on sounds for indication of roof trouble, consequently a noisy machine may increase roof hazards to the men working nearby. Noise alto inter feres with signals or sound warnings used by men and thus ioacase the haards. It must be said that most manufacturers are building much quieter machines due largely to the use of precision gearing and bearings. The ex tended use of hydraulics also tends to give quieter operation. No. a killer in tbe mine* is haulage, in fact when nun hours of exposure is con sidered. haulage accidents by far exceed all other classifications in accident frequency and severity. As was mentioned before, it is my opinion that a close analysis ol haulage accidents will disclose that a very high per centage must be attributed to equipment de sign. In any large group of miner*, we in.variably find quite a high percentage of finger amputations and maimed hands which stand out as gruesome evidence against the link and pin or coupling. Fortunately, this method of ar coupling is slowly and be latedly being replaced with automatic or semi-automatic types of couplers. 'The use of larger mine cars has done much 10 reduce haulage accidents. Their introduction into the mines was accompanied with dire fore- liodings of increased hazards in switching these hitherto unheard of loads but experi ence has proved that the Urge car has many safety advantages over the small car which are reflected in iu safety record. One of tbe greatest indictment* against the manufacturer from a safety standpoint SBC 1 32 35th National Safety Congress, 1947 it in the design ol locomotives. Since the first use of locomotives undergroud, this ma chine has usually been designed with the comfort and safety of the operator as an afterthought. A wood board bolted to a comer of the bumper usually provides the precari ous. awkward, and uncomfortable seat for the motorman. A horrible tecord of motormen hilling or being knocked from this perch in front of moving trips has been the result. Having personally witnessed such ac cidents in the mine. 1 can vouch that the word horrible is a mild description of such accidents. The tripridcr or snapper Is likewise forced to ride on the locomotive with nothing better provided for him than an abbreviated step plate. He is fortunate if a grab iron is provided, and thus with his body often out side the locomotive altogether, we have a tecord of squeeze and run-over accidents. It is true that some manufacturers have tried to improve this situation but the great m* jority of locomotives now being manufac tured are very little improved in these safety features from locomotives built thirty or more yean ago. We have found that it is relatively easy to redesign the conventional locomotive to correct these hazards. The bumpers arc replaced with send-circular rolled plates which are brought up to about the height of the side frame, llus provides additional space in the front end for all accessories such as re-raiters and rlectxial devices so that there is nothing on top of the locomotive to obstruct vision or form a clear ance hazard. On gathering locomotives, this end compartment provides spaae for a triprider's seat on either side of the locomotive where he can comfortably and safely ride when necessary. On the operator's end. there is usually enough space for three men to ride if this is necessary. The rolled steel plate provides good protection foom collision haz ards and the danger of foiling out is entirely eliminated. In case Of derailment with conventional square end locomotives. Use corner of the locomotive trill usually hit a post or the rib so that the locomotive tends to turn cross wise of the haulage way. With the inertia of a trip of loaded cars behind It, this usu ally means severe damage to equipment and the hazard of very' serious injury to the men operating the equipment. With semi-circular ends on the locomotives, the machine will usually he guided parallel to the track until the trip is brought under control, with much lest danger to equipment and personnel. We have rebuilt a number of locomotives in this way which have now been in opera tion two years with very good results. Time and again we have reports from the openion on cases where this arrangement has saved them from accidents which might well have caused serious injury in a conventional type locomotive. I have tried to stress the relation of ma chine design to the two classifications of ac cidents which bate the highest number of accidents because I believe that here we hate the gratae opportunity for improvement in our accident record and a field which both operator and manufacturer have slighted somewhat in safety efforts. Safety in machine design Is a broad subject and space will not permit me to go into detail on the many places in the construction of mining ma chinery where there is room for improvement in safety'design but I might mention a few of the. high spots. Hydraulic oil ignited by an electric arc from cables or wiring has caused many fires with serious personnel hazards. On much of the hydraulic equipment it is found difficult to prevent oil leaks which are quite danger ous if they occur around cab)a or other electrical devices. Until a suitable non-in flammable hydraulic fluid is found, the hy draulic system should be isolated from pos sible ignition sources and the poaubility of leakage held to a minimum. We need protection from faulty cablm or electrical failures which may amc shock or fire hazards. Experimental work is now bong carried on with ground protection relays which shows much promise for this Kitlee. Flame resistant trailing cables also are being used quite extensively. We have too many accident* to shuttle car operators who must operate the car fam a position where he is exposed to dose daranoc or collision haardf. We still have drill operatots mangled and killed by being caught is revolving thread ban and other drilling machine bzank. In the solution of these hazards is machine design, it is all too cut for the coal operator to sit (sack and demand machines which wfll perform wM' operations and give the manufacturer little help with the safety fea tures. Usually the designing engineer em ployed by the manufacturer is a man picked Coal Mining Section 33 because of iris mechanical ability and many times be is not too well acquainted with the peculiar problems encountered in the mines. Men with expert mechanical ability and an intimate knowledge of mining are hard to find due in forge measure to the laxity of mine management in bringing mechanical engineers into the mining industry. It has Iwen customary for a company to fill its mines up with machinery of all ivpa yet give virtually no thought to the personnel hired to maintain and improve this equip- mem. Some operating companies are begin ning to see the light in this respect and we find in places a definite effort to entice men with better training and educational qualifi cations into the mines. Competent engineers in the mins working in dose cooperation with the manufacturer* will go a long way toward working out these problems of safety built into machines as well as improving the operating efficiency of the machines and thus can mean much in reducing the eou of min ing coal. WEDNESDAY AFTERNOON SESSION October 8, 1947 Pmitfttiff; John T, Ryan, pi-. Mine Safety Appliance Co. Cost ol Haulage and Roof-Fall Accidents By E. F. LIMERICK Personnel Manager, Consolidation Coal Company (W. Va.) The theory of workmen's compensation is that economic loos incurred as the result of employment shall be at least partly assumed by industry. This expense plus the lorn of production and the property damage result ing from accidents is as truly an item of production cost as labor or equipment. When management is successful in controlling this item, there is, aside from tbe profit motive, the additional satisfaction of having prevent ed suffering and distress. These observations are Intended to record 3 personnel manager's telescopic view of the coal industry in tbe State of West Virginia. Our program advances on tbe major premise that everything pooible should be done to prevent accidents and on the minor premise that when an accident occurs, the victim must be handled immediately and shall re ceive tbe Imu mpdiial and hospital care available. Strict adherence to procedure means we do our best: provided, of course, that In all cases we have the full cooperation of the workers, tbe management, and the medical fraternity. During the past few years the cool in dustry has become highly mechanized. As the mules have left the mines, hazards have been removed, but as machines and dectridry have been Introduced, new hamrds have been created. In many cases manage ment has been complacent on the subject of compensation and seemingly unaware that a* wage rates have advanced premiums have likewise inoeased. The workman who for merly received $aoo per month may now re ceive $400. As the compensation rate hat re mained stationery at 93.50 per S100 of pay roll, the employer now pays $14 monthly as protection premium wherms he formerly paid 97. Much, more tonnage U now pro duced with tea manpower, and this has per mitted tbe extension of benefits without the necessity of sharp advances in premium rata. In our state some coal operators point to the records which dbdosc several industries have a higher acadent frequency than coal mining. This is not an escape from the fact that for the fiscal year ending June 30, <946. of the 409 fatalities reported by the Work men's Compensation Department, 314 or more than 75 per cent occurred in the coal industry where approximately 35 per cent of the cov ered workers are engaged. Coal mining is still a hazardous occupation and many of the accidents are serious. During tbe five-year period ending December, 1945. we had 1577 fatalities, only eight less than during the previous five-year period. However, by utili zation of machine power, greater operating 34 35th Motional Safety Congress, 1947 effidcodes and acddenc pmeodeo, we have reduced the exposure and produced ^4,7*0 tons per (ataliir, a* enmpred with jio^j tons in 1935. The field of accident pmemioo is a con* stant challenge to the safety engineer. We believe the postwar readjustment has now advanced to the stage where every mine superintendent should review his working forces to be certain every *<"" has tbe proper aptitude for tbe assigned task. Long service is not necessarily proof of competence nor immunity from serious injury. For ex ample. our state records show tint for tbe five-year period 1941 to 1945 inclusive, em ployees with mining experience in excess of ten yean accounted for 64 per cent of the fatalitta. Another record discloses that during that period men with less than five yens' mining experience accounted for 14.5 per cent of the fatalities; but when we consider service at the mine where we find that fyi per cent had fire years' or lew experience. This disparity seem* to indicate that when new men enter the industry they most work under the dose supervision of a certified miner, and they are not aarigned 10 danger ous tasks without proper instruction and coaching. But when mo arc employed with previous experience, tbe employer does not properly check their qualifications, or be fails to warn them of tbe buanb of the new em ployment. The correction of this procedure veerec to us to offer one of the greatest op portunities for accident prevention. Some men are just naturally awkward even on the city street*. When such individuals are employed underground they are much more likely to be injured. We consider it impor tant to maintain a record of all acridoils of each employee, and when caution fails we endeavor to persuade him to leave tbe coal mine for his own safety. We also suggest that each mine superintendent review his aeddent record at least annually. He may be surprised to see bow some section foremen have many accidents charged to them while others have few, lit doing this he should not forget there is generally a tendency, to assign a good fore man to the most hazardous sections. Since 1941 the mines have had an unusu ally heavy labor turnover, and many men properly trained in lint aid in mine rescue have left tbe occupation. Because of the sixday work week, victory gardens, and -other reasons, this feature of accident prevention U being somewhat neglected. We believe it is imperative that management recreate in terest and activity in this Important week. Tbe Pennsylvania State DtputneK of Minot now has mine safety truck*, manned by a three man erew. 'These track* more into mining communitim and organise mfesy classes. We are impressed by tbe safcrr features embodied in tbe new type man!rip cars. We believe they will ultimately are tbe lives of many nuntrip travelers. We are hopeful im provements in timbering methods may even tually lead to a decrease in accidents from that cause. Tbe modem timber jack has been helpful, but tbm are still coo many cases of hernia, and too many injuries from falling jacks. Perhaps here again more thorough underground coaching is a requirement. Wc certainly think it is the nsponsibfliry of every safety engineer to keep abreast of such developments and employ accident preven tion devices as quickly as they are proven feasible. Of course, the necessity of rock dusting, proper placement of fully equipped first aid canisters, underground communication and block signal systems is already so universally recognised as to require no comment. After accidents <wur every possible step should be taken to employ Dm aid, and 10 provide such medical, ambulance, and hos pital service as the victim requires. Prompt and intelligent treatment will often ave live or become an important factor in returning the injured to gainful employment. On every major injury we visit the injured either ai the hospital or his home as a check to deter mine if tbe patient is receiving proper care. Unfortunately, it is common practice for the Compensation Department to honor the phys ician's invoice immediately after the reduc tion of fracture* or original corrections, and the result is often negligence in aftercare. It is our doty to correct this tendency. Wc frequently find the local physician* advances the patient to a certain stage of recovery where progress is arrested. When this occun. we cooperate with the altoxllng physician and get the patient to an orthopedist or some other specialist as conditions indicate. We do not hesitate to employ the services of a welltrained physiotherapist as we find the stimu lation of such treatments often arables the claimant to return to employment much quicker than if nature is allowed to take its Coat Mining Section 35 cookie. Frequently the physidan will release the patient for light work with the thought that be can resume his normal duties gradu ally. It is becoming increasingly difficult to find such light work in this period of high rrage sales and this feature demands the utmost cooperation of tbe safety department and local mine management. Studies have been made of the 1577 fatali ties which occurred at West Virginia mine* during the yon 1941 to 1945 inclusive and it is interesting to note that 10.78 per cent of them occurred at approximately *:oo T. M. The next most dangerous hour was 1.00 I*. M-. with 6.1$ per cent; then 11:00 A. M., when 6m per cent occurred, and 9:00 A. M~ when the percentage was also 6m per cent. Phis may indicate that at those periods of the workday supervision should be especially alert. in tbe year 1915 fifty-eight per cent of the fatalities in West Virginia coal mines were due to folk of roof and cool or haulage. The record of 19*5--ten years later--shows that -5 per cent of tbe fatalities were due to those causes. The record of 1935, after ten more vearc, show* that tbe percentage had risen to 83 pa cent, and after ten more years in 1913 the percentage was again 8$ per cent. Surety, here is a very fertile field fa study and re search by the safety engineer. Unquestionably tbe haulage is moving faster. The larger mine arc require more Lateral clearance and the lack of bottom clearance is anting accidents. The manipula tion of mechanical loaders requires consider ably more skill to avoid the displacement of timbers. These are good points for attack. In 'MS- while our state mined 151.90g.714 tons of reel, *89 men were killed. Only ax of these axs were killed on the outside. 149 of tbe underground fatalities were due to falls 6f cool and slate; 74 were killed by haulage: 1 was killed by gas explosion; and were killed from all other cause*. During tbe forty-nine years from <897 to 1945 indttsave, 7* percent of the fatalities were due to haulage and foils. No one know* what aused all of these deaths, but we do know what aused many of them. Haulage was moving too fast. Improperly trained nuunwa and brakaaot had moved and placed on without proper warning, or had failed to hoed signal lights. Many of these hreligr accidents were comparable to our utrfacr infic accidents. Timbcrmcn bad failed to propesly timber, safety posts had not been set. Workmen had worked under dangerous loose roof aod in many cases had failed to sound tbe top. Timbers had been knocked out by moving eqnipment. These fatalities were due to substandard conditions: violation of rules; poor supervision, or care lessness, and perhaps a few were unavoidable. We see that in West Virginia 83 per cent or the fatalities were due to haulage and fait* of roof. This percentage will vary in other stats because of root structure and other local conditions, but in every mine these are the major auses of accidents. Whether fatal or Don-fatal, these are tbe injuries that in volve ambulance and bocpiul are. They re quire tbe attention of bone specialists. X-ray services, tbe redaction of fractures, and body cans. They are really the costly injuries and represent perhaps 80 per cent of tool normal aeddent costs. Recently the McCraw Hill Company estimated that compensation, med ial casts, loss of tonnage, and recovery of equipment resulting from aeddents cost the coal operator fifteen cents per ton, and that estimate was offered prior to tbe wage in crease of July 1, 1947. This figure appear* high, but U coven only direct costs. Certainly these are other indirect costs. Whatever tbe cast today, it is likely to increase. The records of tbe West Virginia Compensation Department disclose that be tween the fiscal year ending June 30. 1933. and the yar ending June 30, 1946. the total charges for hospital service have increased 363 per cent; fees of doctors and nurses have increased 168 per rent: X-ray charge* 813 per cent; ambulance charges 1844 per cent. Tbe trend Is still upward. Wc also find in the year 1937 the reserves of the Compensation Department were commanding a return of 4.1a per cent, whereas In 1946 the funds were invested for a return of *6 per cent, and even this rate is dediaing as investments carrying tbe higher intern* rates are ma turing. The return on menu is an important Stem because mine mechanization is demand ing the young vigorous. G. T. instead of the old-rime miner with the strong back. These young miner* have young families, and in case of death lave many dependents instead of no minor children Mid a widow far ad vanced in yean a* Is often the case when the older miner dio. The lecmt Centralia disas ter was unusual because 85 of the tit men ,36 35th National Safely Congress, 1947 killed were beyond the age of fifty yean. These in men were survived by only 7$ children, 97 widow, and 6 dependent par ents, a total of 181 dependents. In our state iC a miner dies and leaves a widow so years of age with no children, she will be paid monthly benefits as long as she lives, if she does not remarry. If the widow lives until she is 70 years of age, she will receive $18000. We have only emphasized direct costs. There are many indirect costs of equal im portance. Today we hear much of the keen competition between oral and other fuels. We are alarmed by the increase in gas and oil beating installations and the popularity of the diesel locomotive. This competition between tbe coal Industry and the oil and gas Industry will doubtless become even more intense. If we are to keep abreast of those industries, we must like them auraa and retain keen, alert, young personnel. The wage and salary rates in our industry will attract them. The working conditions are being constantly improved, and good roads and the automobile permit the miner to live in the community of his choice. When the prospective coal miner asks why it is that in 188$ the coat mining industry of West Virginia killed 3.64 men for each 1000 em ployed underground, and 60 yean later in 1945 was still killing 3-44 .for each 1000 men so employed, safety may be the factor that determines his choice of a career'. Mine explosions and catastrophes are dramatic, but the reieaUcst day-after-day. month-after-month, and year-after-year cost of haulage usd roof-fall accidents is tbe real menace. In 1945. when 169 miners woe killed, uj were due to these causes, and only 4 were killed by catastrophe. The apkaion of March tj, 1947, at CcncraUa ms repotted in newspaper headlines an* cm tbe airwaves around tbe world. Suddenly twiyaat became a little more safety cntnricui, Perhaps tint is what we need--tbe shock treatment. I ven ture the prediction this rear wiH record a reduction In accidents. Tbe improvement of our saXecy record seems to be tbe mutual rajpunsibUlty of tbe cool operator and tbe miner. In 1945 hi aft the mines of tbe United Sum, kwiy acci dents alone were tcspoasihle for ti pm cent of the deaths. The principal cams woe low clearance, violation of rules, defective equip ment and tbe cardeamem of miners. A Tew days ago a friend remarked that when tbe cm! industry gives to ufety the Hoe attention now given to production, the record will improve. A superintendent re cently remarked 40 years of experience will not bold up tbe roof. I believe both state ments are correct. Prevention of Accidents from Foils of Hoof in Mechanized Mining By W. B. ODENDAHL Superintendent. Utah Fuel Company The introduction of mechanical equipment into coal mines to cut, drill. load, arid trans port the coal revolutionized the industry, and in tum, it introduced new hazards in mining as each piece oi equipment was added. This is particularly true with reference to hazards from roof tails where mechanical equipment is used at the working bees. The contract hand miners work with one or two men in a working place in relative quiet so that the loosening or working of the roof rock or coal can often timet be beard. Mechaniral equipment in mines is noisy. Many operators found that during the first year or two after the Introduction of mechanical equipment at the working bca there was an increase In tbe number of accidents. HoweTcr, this was usually overcome by Improved and the accident rate was reduced to below that of hand mining. Tbe number of men in a working place iu a mechanized mine varis according to the operation; however, four or five men in a single working place is ootnmoa and with the noise of tbe operating equipment, tbe hazard from roof falls is intensified. To prevent .acridents from roof falls we must first determine tbe oases of such acci Coal Mining Section 37 dents. then find the solution for each- Briefly, the causes of these accidents are the fol lowing: la Good Roof t. Too much dependence placed on good roof so that occasionally there is little or no propping, or roof timbering Is neglected. x. Safety posts not used. 3. Roof tests Infrequently made. 4. Loose ends, and; (a) Slabs of coal or rock resting on loose *landing ami pile, which fall when coal Is loaded out. (b) Slips. 5. Irregular timbering. $. Roof protection secondary to production. bn Bod Roof l. Irregular timbering methods, or system atic timbering not used. s. Lack of frequent and regular roof teus. 5 Taking chances under a bad roof to load 3 car of coal. 4. Roof protection secondary to production. 5, Delayed mining--setting the necessary timbers an hour or a day later than safety demands. G,Safety posts not used. 7. Improper timbering--rock or a ' breaks between props or crosshairs. 8. Attempts to hold up draw slate: t is, to go under draw slate or draw rock > hat less refuse may be handled. 9. Timbering clods and kettle bottom.to. Improper timbering--limiters kick out. it. Failure to set temporary or safety posts when pulling down or timbering bad roof. it. Failure to test roof before removing temporary or permanent timbers. Other Causes t. Tracklayers, mechanics, machine men. drillers, shot filers, and others assume roof is rare. As they only work in a place a short time, they do not make roof tests. They as sume that the previous crew has made the place safe. . Machines knock out props. j. Lotting out of roof rock or roof coal that is not properly timbered. 4. Removing timbers by hand from worked out anas, using sledge, axe, etc. 3. Cutting face or rib with machine re moves the only support of loose roof coal or rode. Each of you can name a great number of other causes of accidents from roof falls; the purpose of this list is only to rail attention to some of the more common ones. Tbe prevention of accidents from the fore going causes generally is accomplished in four ways: , By systematic timbering. . By systematic roof testing. 3. By increased safety supervision. j. By crew training. Rigidly enforced systematic timbering is usually a remedy for the greater pan of ac cidents bom falls or roof due to human failures such as: t. Too much dependence being placed on good roof. i. Safety posts not used. 3. Loose ends. 4. Roof protection secondary* to production. 5. Irregular timbering methods. . Taking chances. 7. Failure to set temporary or safety posts when pulling down or timbering bad roof. 8. Leroing out of roof rock or coal, and 9. Cutting fare or rib with machine re moves only support of slabs of loose loof coal or rod:. The justification for the use of timber in coal mines is that when coal f* extracted some of the natural support for the overtying strata is removed. Unless some of (his support is replaced promptly, numerous in juries and fatalitim result. Systematic timber ing provides the minimum timbering require ment* to make normal working places rea sonably safe as determined by the super visory personnel of the mine. When sub standard conditions are encountered, addi tional timbers should be set. In mechanized mines systematic timbering provide one of the ways to counteract partially the noise of the machinery; or it provides a way to make roof conditions afe in normal mining opera tions in any particular mine regardles of the amount of noise bom mechanical equip ment. Systematic limbering methods usually pro vide foe safety posts set near the working face and advanced as the cool is loaded out, and crossbar sets, with or without lagging, or props with cap pieces set at predetermined distances to take cue of roof conditions nor mally encountered as tbe coal is extracted. When systematic timbering is enforced we 38 35th National Safety Congress, 1947 find that the places ire timbered reganDm not up to the standards required by the of condition or *-- rifltuc; thus, the fore* safety rules; that is, tbe tendency of produc going causes of accidents due to human fail tion men to maintain production by taking ure are counteracted successful!?. chants occasionally in attempting to load ft must be mentioned here tint good re sults bom systematic timbering nay be nulli fied by tbe delayed setting of safety poets, out a fall of coal without doing tbe required safety work. It should be admitted that mine foremen and aukant mine laneu are pri erasbar sets, or props. Wben ryttrenatlc tim bering plans axe followed properly, it gen erally provides protection for men and equip marily production men and although we bold them accountable for the safety practices in tbe mine, we find that better remits are ob ment against unlooked-for hazards that can not be charged to human failure, suefa as unseen slips, loose ends, or slabs of loose top coal or rock which may be cut loose from their only support when tbe mining ma tained by tbe employment of a safety engi nes to check arid recheek on the ably prac tices of each crew. Tbe responsibility for tbe enforcement of safety nates i* placed more on tbe safety engineer, although fuH co-opera - chine cuts a place or a coal pile Is loaded out. We find that testing the roof at regular We have found it advantageous to have intervals of nor more than jo minutes Is a the safety make special isrrewiga - "otxl practice io tbe premtion of accidents tioos from rime to line and report on the from roof falls. A thorough check of tbe compliance with each partiortar safety rale roof usually takes les than one minute. The procedure in our Sunnysidc mine is as fol lows: For entry driving and shaker conveyor by. the men or crews hnalreiL Safety nwpec tioos and wpuskioB by the foremen sad safety nan cheek all safety practice* in the operation, tbe roof is toted at tbe beginning mine. Are timbres set promptly when tbe of the shift and at yo-minute intervals. On proper of advance is made or is tbe mobile loader units in rooms where pillars timbre setting delayed? Are oemcotur are not being recovered, roof tests are made taken? It the timber am tnerealy so at the beginning of the shift, wben the ma that it will not kick out when radios roof chines enter the working place, and at tominute intervals thereafter until the machine withdraws from the place. In pillar work weight comes? Are >--** and tiffglug < properly so that roof rack or art wfll am break and fall between timbers? Are kettle with either mobile units or shaking oon- bottoms polled don and is dart art sop- vcyon. roof tests are made at the beginning ported as k shook! be? fe rndo fan ate of the shift, at the beginning of the cutting, rattfcmr prtbi oat by mokmiol drilling, or loading cycle and at to-minnte interval* thereafter. Roof tots are made dur ing car changes and when the equipment is Are regabr assd l idle. Roof testing han ate provided on each and h the roof loaf 1 machine at the working face*. other timbres are maa We have found that systematic roof testing difficult to establish, especially where tbe labor turnover is targe. New employees must One large IBima m ccBent safety record I lie drilled and constantly roninded to make regular and frequent tests of the roof. By (hi* means the men know tbe cwxiirioa of dents horn Calk of i district. Ssfexy soper dories. This as cornu i as pan of shew the roof, and constant care of the roof dur ing tbe rime of the exposure of tbc.workma is possible. When bad roof i> cooMiotcnd (be Ionise material is taken down or timbered promptly. each fiirrmm dsoald know that his crew h working in a safe place or is marking is (sake it safe. The safety sapii liaiim of the foreman or ufaty man (day* a large pun n* crew training when the ayuiks1 takes rime During my experience in cool mines 1 to explain why cmaHi procedure* must be have observed that the miss which have followed. rhr enviable safety records are rigid enforcers of their systematic timbering methods and Safety rules and safety inyporrirw cannot muunbc. tbe pwiwul equation. Therefore, other safety rules. One of the foremost muses it Is nrctaiiy that crew training be carried of accident* is tbe toleration of conditions on. to establish pianist in odi working Coal Mining Section 39 place, so that the work becomes habitual or routine. Age and experience' are factors in miners* education; however. It appears that some men sboorb ail tbe knowledge that they will aborb regarding roof conditions within one io three yean and after this stage it readied no further development is observed. In crew (raining tbe occasional toleration of .unap proved conditions or violation of safely rules i* extremely harmful. Wben men are oburvtd working under hazardous conditions, we have found it worth while to suspend work temporarily for a few minutes to dhcun tbe existing hazard. Employees some times mate that incomplete crews or shortage of nMn on a crew cause safety work to be neglected. We attempt to convince the men that any reason for coal production work io such hazardous positions it not acceptable to us, and that even though only oac mn was working in a place, be should do hk safety work first. While we insist on these coodbsoas, we frankly tell tbe crews that production moat be maintained as well as the safety work done, and that the doing of safety work h no csnwe for failure of regular pnafaittioe. Of course, at times, there are ex ceptions to this rale of normal production. The coal bed in The Utah Fuel Company's Suimyside No. t Mine has an average pitch of about ig per cent with cover up to t.joo feet. The coal bed has a sandy shale caprock about *4 inches in average thickness overlain with approximately so inches of coal. This uousual thickness of cover with caprock and coal above the coal bed mined introduces many hazards from falls of roof, bounces, and bottom heaving which oftentimes oush Um bers within less than a second's time. We muu therefore make sure that the crews on mechanized equipment at tbe working rices know how to set timbers properly, make tegular roof tests, extract pillars cleanly, and maintain the correct break lines for tire roof in tbe pillar sections to avoid bounces and bottom heaves. We teach the arm regarding the characteristics of tbe mine: the danger* from Calk of roof that may occur with caproek inches thick which may sound solid during roof test when tbe broken caprock ares is large: the correct method ot setting prop* and crowbars in a pitching coal bed: how timber should be set to keep from kick ing out; and similar details of their work. The suggestions given here in general form can be applied to advantage in tbe preven tion of accidents from rills of roof in mech anized mines if such practices are not now in effect. OwHood Protection o! Electric Circuits Underground By A. LEE BARRETT fie fill ill Engineer, Pittsburgh Consolidation Coal Company yarns arc quite different in root those usually found in l Wide areas are served, usut which is connected oontinu- mines i for several miles.. There r a sml somber of branch dr- ; the areas covered. e aeaionaKxed at ap' ofoo fu by means of switches, i rheaas. or at Iras most branch awls, are seoioaaliced by --*nai switches, seme meat* automatic switch gear is used |he amtowmeic overload protection at vast- ; logical points In tbe system. However, the pmtat tune this practice k by no Circuit hazards in mine electric systems are much greater than these encountered In in dustrial installation*. A prominent hazard U rills of roof or coal, which may break the wire and may atae ground faults or partial ground faults. Ordinarily electric cables in mines cannot be insulated so that a rill can easily cause a short circuit. The humidity in utt mokes is greater than 95 per cent and as many points the floor is wet and water may be (hipping from the roof over insulators, Inorasaug the difficulties at that point. Most coal mine entries rill ia tbe range from $ to 9 ft. high, and from g u> 15 ft. is width. Ail electrical drarits must be con tained in these entries and space mutt also JCGC 40 35th National Safety Congress, 1947 be provided for moving equipment and men. Consequently, due to the proximity of the power dram to the locomotives and other moving equipment, a considerable hazard is introduced. Mine haulage track is not always good so that wrecks are not unusual. A wreck frequently does considerable damage to the power circuit, difficulties caused by a ground fault or mechanical breakage are much more serious then usually is the case in industrial plants. A ground fault frequently results in heavy arcing, which may be sustained. If the dam age to the draut is mechanical it may mean that a trip of coni has wrecked and a great deal of coni dust could be thrown into the air as a result of the wreck. The arc resulting from the ground fault could ignite the coat dust resulting in a mine explosion. A con tinued ground fault even if high in re*istaoce may ignite the coal which may be on the bottom of the entry and a mine fire may result. The fire hazard is one of ibe most serious hazards in any coal mine. Since ibe mine circuit is completely inter connected, any power interruption resulting from a fault seriously affects the whole opera tion. Unless Use mine i> completely sectionallied the whole mine will be shut down until the fault is tocated and the proper switches are opened to isolate the fault; even then large areas may still be without power if they are supplied by a single power circuit which may be opened in isolating the fault. Further, mine power is usually supplied from a rela tively small number of sub-stations and the fault mav be on a stub feed dzaiu. in which case power cannot be restored until the fault has been deared. In general, direct currau is oted in There are some smaller installations where alternating current has been used and the future probably will lead to more alternating current installations. Voltages in most common use are nominally sjoV and 500V direct cur rent; actually sub-station voltages are more, usually 185 and 585. Practice varies widely with respect to place ment of sub-stations. They will usually be spaced Cram 1 to t miles in 500V operations, and at 1 mile intervals or less, in vjoV opera tions. Actual mining operations govern sub station placements and no general rules an be followed. As has been previously stated, overload pro tection varies widely from mine to mine. It can be seen horn the foregoing dactusiou that there is a great uecd for adequate over, load protection of electrical circuits in mine. A great deal is yet to be done in this direc tion. Installation and operation of overload pro tective equipment should be handled with engineering care. Numerous instances have been brought to light wbete overload equip ment was serving no useful purpose because of dreuit conditions and improper place ment of the overload protective equipment. The mine track system is used tor one side of the electrical circuit in practically all mines; as a result cucuit uncertainties are always present unless track bonding is checked from time to time. A series of tests now1 being conducted byMr. F. E. Griffith, formerly of the Pennsyl vania Department of Mines--airrently with the U. S. Bureau of Mines, and Mr. C. L. Brown of the U. S, Bureau of Mines is un covering some very intocsting Information with-respect to mine circuits. When published, this informatioo will un doubtedly be of grot bdp to coal operators in laying out and operating mine electrical systems. Their texts show that mine circuit resistances approach their theoretical value in few oset. Usually they are higher and it is not unusual for the resistance to be double tbc theoretical value. This points to the fact that more attention should be given to main tenance of mine dreuits than is usually given and foreshadow* a very pertinent problem in overload protection. A number of have 1 found where the circuit resistance was high and the over load testing required to handle ibe norma' load oo the dreuit was also high so that a dsrea short circuit, at the cad of a stub cir cuit. would not route la enough current to trip the overload device. This is obviously a dangerous situation and one which should be corrected titber with seokmalmng breakers or with adequate circuit resistance. There are usually five points in the under ground distribution system at which overload protection might be applied, (i) At the sub station: (t) between sub-Marions; (3) at main brand* drenit junaloos; (4) at secondary brands dreuit junctions; (5) at equipment connections. At the sab statioa protection is desired lot the conversion equipment, for the station wiring, for the distribution dreuit to see- Coal Mining Section 4t iionalizing broken, and in tome instances-- to ibe face. Usually the sub-station is located near the main haulage dreuit and some pro tection is afforded main line locomotive by tbe overload protection provided in the subtutioa. Interrupting aparity required in overload equipment located at the sub-station is pri marily determined by tbe capacity of the in coming alternating current line. Direct cur rent tirarit retfctancB in the proximity of mb watiopi are quite krw and. would allow CTcewItc canon to pass if not limited by in coming line characteristics. Usually an inimupdng capacity of *5,000 amp. is suffi cient. though >n some cues interrupting opacity of 50*100 amp. is better practice. Protection at this point usually consists of hand or automatic oil circuit breakers ahead of tbe conversion equipment and of individ ual direct current dreuit breakers--either manual or automatic rcrioting. for each di rect current dreuit leaving the sub-station, trt iomc mines it is tbc practice to tie all or aliu leaving the cub-station to one auto matic dreuit breaker. This has the disadvan tage of requiring high draut breaker settings minimizing circuit protection on individual circuits. Sub-station sizes in mechanized mines range from goo KM' to 1000 KM', and may be either rotary conveners, motor generator sets, or rectifier*. Breakers must be installed with a rominoous capacity In line with actual oper ating coodirioos. Circuit haatds la the sub* uatioa tuuimioc equipment and wiring are comparable with those found in industrial plant*. The situation changes quickly how ever, when tbc dreuit esters the bore hole or connects to the mine distribution system. Feeder circuit* almmt always parallel aod indode the troUey wire, so that they are ex posed *0 dripping water, falls, and wrecks occurring 00 tbe haulage ways. Fault resist ances may vary from too ohms or more to o ohms bt i.mr tbe trolley wire directly con tacts the rail. There are no dreuit breakers at tbe present rime smart enough to differen tiate between a high resistance fault and a normal nine lo*d.Tbe normal instantaneous output of a mine cub-station is usually be>vwb a 175 per cant and aoo per cent of the tab^tadoa's ament capacity. Depending on the drenit layout of the mine, all of this load or a put of it may appear on an individual distribution dreuit. Obviously, under these conditions, it is very difficult (or dreuit breakex* to provide much protection against mine fires resulting from high rabtance ground fault*. The required dreuit opacity of main feeder lines varies from mine to mine, aod in a given mine. The usual overhead conductor opacity between sub-stations is of tbe order of 1,000,000 circular mills inducting troUey wire and feeder wires in 500 volt and 1,000,000 circular mills in *50 volt mines. The rail side of the dreuit usually baa approximately tbc same capacity, although in 500 volt mine* with heavy track tbe aparity may be greater. MTiere automatic redosing direct current dr euit breaker* are used on tbe various feeder dreuit* out of the sub-sution, attention should be given to the proper redesing time. Considerable difficulties axe encountered with equipment in the mine if tbe redosing time is too abort, while tbe too* of rime would be too great if the redaring time were long. A minimum redamng time of approximately so second* U good practice, and maximum redooing rime should not exceed one minute. Minimum redosing time is cMabiobed by the time required for motors to come to rest or be completely disconnected from tbe distribu tion circuit in such a manna- that they will lie re-cydcd through their starting cyde when power U restored. If sufficient rime is not provided for these things to happen, flash- over* may occur on the mot00 involved. Safe redwing loads is also a matter lor serious coreudcralioo at the sub-station. Good practice requires that permanently connected loads such as beaten and lights be hdd to a minimum a* it h Impossible for tbe breaker to differentiate between such loads and fault load* when attempting to jcdotc. It is poor practice to use any acreas-the-iine starting motors controlled by knife switches on mine dreuits, as tbc armature resistance of a direct current motor ts very low at standstill, and the sub-station breaker cannot differentiate between the load and the toed caused by 1 ground fault. On idle days and off-shifts ft is common practice to shut down all but one or two cub-stations at tbe mine, feeding all circuits from tbe remaining operating sub-stations. This introduces an additional hazard doe to tbe bet that additional dreuit resistance is inserted from a load point at the end of a mine circuit and tbe sub-station which may be serving that point. Under these rircum- 42 35th National Safety Congress, 1947 tunces circuit resistance an be so high that the dreuit breaker will not trip even in case of a direct short dreuit at the remote point. One method of eliminating this hazard is to provide two dreuit breaker settings easily adjusted on the sub-station breakers--one sating for normal work-day conditions and a much lower one for idle days or off-shift con ditions. This greatly improves protection against faults which might cause fires. It is good practice to install an automatic redwing dreuit breaker in the main feeder lines between each two sub-stations. Usually this tie breaker would be installed at the load center of the dreuit running from one substation to the other. At this point the inter change of current on the dreuit is a minimum and will allow for the lowest dreuit breaker setting. This is an important consideration >f seven! substations are used on a common dreuit. as it will assist in isolating the fault from a remote sub-station whose working breaker sating auv be evasive when the distance from the fault to the sub-station is considered. Minimum dreuit resistance be tween this tie breaker and the sub-station is usually in the order of at ohms for the 500 volt installation and ng ohms in the 150 volt installation, so that interrupting capadtics in excess of 10,000 amperes are not required for this type of service. Maximum loads arried by this sedionalmng tie breaker will be less than half the maximum load fed to the drsuit by sub-stations at other end. As with sub-station breakers, an idle day or idle shift presents certain problems if all of the mine sub-stations arc not operated. As in the case of the sub-station breaker, it is good practice to provide two current settings easily adjusted on the tie breaker so the current rating can lie considerably decreased during idle periods. This will provide much better protection against high resistance faults which may not operate sub-station or tie breakers when op erated at normal current settings. Reclosing time of the tie breaker should be short as compared to the redosifig time of a sub-station breaker since the redwing time nf the tie breaker is added to the time of the tub-station breaker. If the tie breaker does not date in quickly there may be a serious increase in voltage on one side of the breaker iin dosing which could ause fiishovers. It is good practice to install dreuit breakers u the junction of main branch circuits and interconnecting dreuits between sub-stations. A fair decree of protection may be obtained in 500 V mines however, without the use ol main branch dreuit brakers providing dr euit conductivity is good. Main branch cir cuits in general teed face entries or panel entries which indude the mine working sec tions. The average dreuit resistance between the main branch dreuit breaker and the sub station would be in the order of .06 ohm for 300 V mines, and -03 ohm for tjo V mines. These values are quite variable however, since it is possible f-*r a main branch dreuit to break off very near a sub-station, and since there is considerable variability in mine powet systems. In 500 V mines main branch dreuits usually have about 500,000 circular milks in the copper dreuit and the equivalou of about 1,000.000 circular mills in the trade return. >50 V mines in general have about tanxooo circular mills in each side of the dreuit. Main branch dreuits may extend to a dis tance of approximately 5000 ft. They are grad ually built up from o as ibe section b de veloped to their full extent and gradually reapproach o as the season b worked oul interrupting opedties of 10,000 imp. arc usually adequate for these breakers though in certain instances where the dreuit con nects dose to a sub-station higher interrupt ing capadty would be required. The power supplied to a main branch dreuit is as vari able as the extent of the pond entry or face entry. Breaker settings of around 1000 amp. for 500 V mines, and around aooo amps, for 950 V mines are usual. Redwing time should he similar to that for sub-station breakers for the same reasons. Resistance of the mb branch dreuit at the time of redwing should be as high as pos sible. in order that good protection may be had against high resiuincr ground faults. .Normally it would aw be expected that there would be too may fixed loads such as lights or resistances in there areas. A dual overload toting b good practice on circuit breakers Cor main branch arcuiu. as they are useful cm idle day and off-shift pe riods. when only a mail pumping toad may be carried. Muck baser protection is secured against fire if a dual overload relay sating is used. Secondary brands risenits are usually work. ing section dreuits or bare entry crrcnits. In some instances two working sections may be a pan of the secondary branch dreuit. There circuit* usually have a iwnimum length of ap Coal Mining Section 43 proximate!' -,no ft. and build up bom o to *500 ft. drot <i back to o as thr section tt worked out. It is not general practice at the present time to use sectionaluring dreuit breakers for secondary branch dreuits; how ever, it is felt that this would be a very good practice. Secondary brar 1 circuits may usually be tdequatdy protected with 300-500 amp. dr euit breakers in 500 V mines, and 600-1000 amp. dreuit breakers in 950 V mines, sating* ire variable depending on the`extent of the MiOO. Circuit nsauatt from the secondary branch dreuit broker to the sub-station it highly variable depending on the location of the junction of the secondary branch dreuit with the main branch dreuit. Good practice weald indicate shat la 500 V mines the maxiun RHtancc at the secondary branch dr euit should be around *0 ohm and the mini mum resuncc v* the secondary branch riraiit breaker should be around 05 ohms; in sjo V mines these values should be ap proximately .10 ohm and jjj ohm. Throe figures indicate that dreuit breakers of 10,000 amp. interrupting aparity should be used. Various cvpe* of equipment may be used to protea secondary branch dreuits. Auto matic redwing dreuit breakers are probably the best overall, however, automatic redw ing contactors can be used satisfactorily as can hand redwing dreuit breakers. The diScutty with hand redosing equipment is the time required for a man to travel from the working face to the secondary brand) cir cuit breaker in order to redose it. and the 'iek of knowledge on the part of the operator u to what the dreuit conditions are at the time of redosure. It is entirely possible to use fuses for the protection of secondary branch circuits; however, the same objections would apply to fuses as hand redwing dreuit break ers and the cost of operation would be higher. Redwing time for secondary branch dreuit breakers should be approximatdy ao sec. in order to give equipment time to dear the line. The best idle day protection for secondary brands dreuits is to disconnect the power; however, if it is necessary to leave power on secondary brand) dreuits dual overload rday dements can be used giving the maximum protection during times of low lead. A com mon pratxlcr with considerable merit is to provide small fuses for these sections during idle time, which can be inserted or cut out by the operation of knife switches. Electrical equipment used in mines ran be classed in three general groups; Mationary equipment, such as pumps, compressors and shop equipment; semi-portable equipment, such as belt, shaker and chain conveyors: elevating conveyors and rar moving equip ment and portable equipment, such as loco motives, mining machines, shuttle cars, load ing machines and drills. Portable equipment is usually supplied with cable reels and lengths of cable running from 350 ft. to 5o *' Stationary equipment is usually insulted in a manner very much similar to surface stationary equipment. Wring is usually ade quately protected and danger from fire is reasonably remote. Circuit hazards too are greatly reduced as stationary equipment it usually located in well timbered areas or in permanent underground buildings ol tile, concrete block, or brick. Choice of protective equipment depends primarily on the size of the equipment. In most insunccs fuses are adequate and most economical. Sctoi-ponable equipment such as conveyors are usually wired in a less protected manner so that good circuit protection is desirable to insure protection against fire or explosion. Frequently conveyors are so located and ven tilated that coal dust nay introduce a hazard. While this ran be kept definitely under con trol by the use of water and rock dust, it is a sound plan to add all the protection In the circuit that is feasible. The bet protection for this equipment and ia wiring is an automatic or more usually a manual overload dreuit breaker. Contractor* are also satisfactory since an interrupting capadty of approximately 5000 amp. is ade quate due to the high circuit resistance from the equipment to the sub-station. Secondary branch dreuits feeding this equipment are usually of approximately two hundred and eleven thousand circular mills in 500 V mines and 4x2.000 circular mill* for 250 V mines. On the basis of average dreuit conditions throughout the mine, it would be expected that the avenge resistance from stationary equipment to the sub-station would be in the order of .15 of an ohm for 500 V mines and jtjs ohm in 250 V mines. Resistance from the equipment to the sub-station can, however, vary widely--depending on the location of the equipment on the secondary by-circuit. 44 S5th National Safety Congress, 1947 the location of the secondary branch circuit on (he main branch circuit, and the location hi the main branch circuit on tbe main feed Him*. Fiuo liave the difficulty that blowing lime of larger size fuss it long. This may `mean an arc of several seconds to as much a* a minute duration before the circuit is open. This obviously introduces unwanted hazards in dusty areas. Tortable equipment such as shuttle cars, locomotives, cutting machines, and loading machines are equipped with trailing cables ranging in length from 350-300 ft. 500 volt mines in general use SIS and $4 rabies, whereas *50 volt mines use 4, 2s and 2i cables--de pending on the size of the equipment in volved. The following table indicates the cir cuit resistance of various cable sizes in com- Cable Vitr 26 cable 2| able 2z able 2t cable So cable Ohms Resistance for 500 ft. Cable ,,|o ohms s$ ohms .16 ohms .13 ohms xr} ohms It will be noticed that these rabies add a significant amount of resistance to the circuit on which they are used, and that the current flowing in case of 3 fault In the cable is seasonably well limited. Portable cables are subject to a number of hazards including falls of roof, mechanical damage in handling, and possible damage from associated equipment. They present on failure one of the mast serious problems In ibe electrical circuit since they are in the active working place where gas and dust ac cumulations are most likely to exist. Mom portable cables are presently pro tected by fuses at the point where they attach to the main power circuit of the mine. In order to bold trolley tap cable fuses to small sizes, fuses are manufactured which are not approved by tbe Bureau of Underwriters, be cause of their small size. As a result there considerable variability in the blowing time of fuses manufactured by different concerns, ft is not unusual when failures occur for a cable arc to persist (under certain oonditkmM for as much as rate minute, when fuses are used. ft is thought that very much better pro teaion could be had from the use of circuit breakers at this point, since fuse require con siderabie time before blowing in case of a fault. Experimental installations of small cir cuit breakers in trolley taps have indicated that a greatly improved situation exists when they are used. People using such circuit breakers report that 00 Sashing bas been een when rabies fad. At this time there is need for the development of a small' trolles up circuit breaker which would be light in weight--preferably Iras than 15 lbs, rugged in construction, so that it could be handled rather roughly in moving tbe equipment, and reasonable in cost--preferably not more than $5000. It is realized that the considerable d taaoes involved in mine electrical dnuit> makes adequate servicing, toting, and iospcc tion a problem. However, the hazards pm ent arc serious. It is felt that a grrat deal more than ovditrary engineering study should he given to the layout and design of dectrit circuits underground. Overload protection should be carefully thought through to in 'sure that the mine is properly protected un der all conditions. Inspection could profetabh be improved in order to prevent tbe wide divergence of theoretical and actual drcuii resistance in the mine. Such a program would go a long way toward improving tbe eco nomics of power consumption in mining a* well as to increase the safety of the mininr operation. Advantages and Disadvantages of the Machine Safety Ground By F. E. GRIFFITH Coal Mine Inspector. Coal Mine Inspection Division. Health and Safety Branch. U. S. Bureau of Mined The idea of safety ground is not new, and it did not originate with the Federal Bureau of Mines nor the "Krug-Lewis** agreement of 1946. In Bureau of Mins Technical Paper 40s. ''Safety Ruhr (or Installing and Using Electrical Equipment in Coal Mines.** pub lished ia igtS, the Bureau advocued cafetv grounding, but safety grounding (earthing) Coat Mining Section 45 Mas required by law in British coal mines as early as 1911. In at least five states of this country, afety grounding is required by Jaw. and bmm coal-mining departments of tbe other coal-producing states recommend it. The National Electrical Code and tbe Na* 1 tonal Electrical Safety Code require safety grounding of the frames of portable equip ment. sped6c mentioo being made of equip ment used in hazardous locations, such u places where combustible dust or flammable ** may be' suspended or diffused in the air. Industries other than raining have prac ticed safety grounding of non-current-carry ing metal ports of dearie machines and equipment far many years prior to 1918. The petroleum and other industries, as well as most mining companies, have much capita! invested la their properties and are interest ed In the protection of that Investment, as well as In the protection of life. Power companies, for yean, have spent much liac and money to keep frames of equip-' not coaneczrat intimately with earth. In 'Otoe cases, ia order to obtain a low-resist ance rafety ground, several miles of counter poise are imtatfed to obtain a good earth ronncctitm. The track ia a coal mine has proved to be a mural counterpoise owing to its multiple rootacts with the mine floor vnd is the best available medium of connec tion for safety gnmmk. Tbe advantage riaimrri far safety ground ing is that it sriS prevail or greatly mini mize a dangerous electric potential difference tawcea marnl bams of Brining equipment and other objeot which are at or near earth potential. Thus, the danger of electric shock will be I--rased; also, ares and sparks from -uch protected equipment will be minimized, provided proper dreuk protectors are used 10 immediately deenergize tbe power conduc ive if a fault to frame occur*. la rtitrawing tbe disadvantage* claimed for szCcty grounding. I shall give my opinion of ihcfe missive merit or Jamifiration. Disadvanugm rtrimtri far safety grounding are: 1. The iwrammd caw of trailing rabies if provided with groomd cnnrioaor.--Certainly, <hw is a jawifablc objection, but, if safety is involved, fwnriwc dividends may accrue as a rtstrit of tbe increased cost. s. Tbe increased she of trailing cable with sreuad conductor and insufficient rapadiv of present reeling devices few the larger size ruble.--This i* not a well-founded objection because trailing cables are being manufac tured having two current-atrying conductor* plus ground conductor. These cables are lit tle. if any, larger than the original two-con ductor cable. 3. Requiring a safety ground conductor in trailing cable may result in installing trolley mres closer to tbe faces.--This objection is not justifiable, for relatively little weight need he added, and the major and minor outside dimensions of some parallel rabies being con structed are practically the same as for pre viously constructed two-conductor rabies. 4. More time is required to splice cable with three conductors.--Yes, more time would be required to splice the three conductor.: but, on the other band, if proper drcuii' opening protection were provided, fewer splices would be needed. 3. The cables are harder to handle because of the added weight.--Tbe weight added by the safety, ground conductor hardly justifies this objection. 6. There is danger of connecting wrong wires when splicing, and a careless operator may connect the neutral (to-called return) power conductor and afety ground conductor together at tbe rail tap.--Splicing tbe wrong conductors together is certainly a possibility, as is also tbe connecting the neutral power and afety ground conductor to tbe ame rail tap. Where this is found it indicates a lack of understanding and negligence on the part of officials in giving proper instruction and training. 7. An electric fault to frame, in the event of poor voltage regulation may cause trailing rabies to beat dangerously or even ignite.-- This objection is justified in tbe rase of a solid afety ground (solid ground conductor is ooe that his sufficient capacity to carry full load airrent). but poor votuge regulation should not be permitted nor tolerated in coal mines at any time. Low voltage may (Vot onlv create a danger with afety grounding, but an equally great or greater hazard throughout the entire direct-current power system. Poor voltage cannot be justified, either from the point of view of afety or economical operatloo. 3, With solid safety grounding, a short drcuii in the current-carrying parts of the motor or control gear may burn a hole through the explosion-proof compartment.-- From a theoretical point of view, this argu- ^1 u* 4? 4<5 3jth National Safety Congress, 1947 mem is justified, but, from personal obser vations, 1 have found many more holes burned through explosion-proof compart ments where a safety ground was not installed than where such protection was provided. This is also an argument for better overload protective devices, <j. A safety ground on a machine exerts added strain on insulation.---TbU argument U justified in cases where the metal frame is insulated from earth, but mobile mine equipment either rests on or intermittently con* tacu the track or objects at trade potential; therefore, the winding and conductor insula tion must be adequate to withstand this strain, io. The electric shock hazard is not great enough to warrant safety grounding, bemuse accident statistics do not show sufficient fre quency to justify the added operating difficul ties.--Electrical accident repons do not give adequate detailed information concerning the fault or failure responsible for the accident: thus, it has been difficult in the past to com pile a comprehensive break-down of these accidents that would cover all the sundry causes. Certainly, relatively few elearic shocks received by mine workers mutt in tbeir being injured or lulled. It should be kept in mind that an electric shock may not in itself be injurious, but may startle or throw a person off guard while performing work that involves certain elements of danger, and he may be caught in revolving gem or cutter chains, or run over by moving equipment, and While 1 was working as mine foreman, a atchineman stepped Into a moving coal-cutting chain and bis limbs were ground off op to and including part of his pelvic structure. He lived tor several boors following this injury, much of wblch time he was fully axnootxs and suffering relatively little pain. In effect, hi* story concerning the accident was that, upon touching the machine frame, he re ceived a shock which so startled him that he inadvertently stepped into the moving cutter bits. Examination of the machine revealed that the motor winding had short-drcuiied to the frame and had charged It to full line potential. If this machine had bees protected with a safely ground, the accident would net have happened. Was ciecufdry responsible for the death of this man? The report on *hff accident did not Indiato that electricity was involved in any way. There are a number off other cases with which I am ftmtUar where dearie shock was indirectly responsible for dath and injury. 11. With off-track equipment, it U claimed that most of the current woutd be attenuated and that the shock would not be too severe.- The idea of attenuation or fault current fol lowing diverse paths and thereby redudng the severity of shock or magnitude of current and potential in any one path is not wdl founded. In the first place, attenuation or elearic current straying through many paths is potentially bad. It may be responsible for prematurg detonation of blasts fired electrical ly, or minute arcs or sparks may be the igni tion source of a methane-air mixture. More over, actual test data obtained by tbe Bureau of Mines shows mine floor to be erratic in conductivity. In one cue, the floor where the cutting machine was resting showed high dielectric strength; yet only > few feet away tbe resistance was low. and full-tine potential could be measured from this point and the metal frame of Use machine. is. Tbe opening of the track-conductor cir cuit outby the point of safety ground attach ment would cuciguc to line potential the machine and all other equipment on the intn trade, iaduding tbe trade, if a fault occurred on tbe protected machine. This claimed dis advantage is not wdl founded nor justified. If this were true then, under a similar set o( draimttaom, except that tbe machine was not provided with a safety ground, tbe metal frames of tbe equipment would raise to trot- ley-wire potential every time tbe controller m fully opened. Therefore, this condition would prevail with or without safety ground. We kaov chat this condition is not obtained sa aanl practice. Bureau engineen learned some years ago bom tests and measurement.' that unbonded mine cracks poorly fithphted. and in one room tracks insulated from tbe main or bonded track system. showed ex ceptionally krw resistance to tbe main body of earth. This, in all probability, accounts for the ba that we do not appreciably raise tbe potential of mine trades above earth potential, certainly not to the point where it would produce serious elearic shock. The main point is that nJety grounding would not add to nor wiwiwtw ihh rfyjtpfd hazard. ij. At leas one oppositionist dalms that safety grounding will not work saiufogorily nor be generally installed on mobile tintny equipment until better circuit-protected ap paratus to developed or available for mine Coal Mining Section 47 application. I am wholeheartedly in accord with at least port of this line of thought: this concern* development and procurement of i better csrcuit-protcaive devices. Moreover, I agree that more satisfactory iexults an be ex pected if such devices are used in conjunaion with safety grounding. There has been much agitation on tbe part of mining-elcariat men lor a single-pole, power-tap circuit breaker for mobile equipment appliation. 1 might suie that there to at least one manufaaurer devoting considerable research in this direc tion. It appears to me, in summing up the many objections to safety grounding, that what is wanted is improved overload and short-circuit protective devices to be installed with or in conjunction with safety grounding. Tbe prinripal question is not so couch whether pro tection is necessary, but bow or what method can be used to obtain maximum safety. In other words, it scans to boil itself down to nuking a choice between two methods, name ly: i, A solid safety ground connection, one in which tbe conductor to of sufficient i to carry the fill! load current so it will operate directly the circuit-protective devices; and *, a relay circuit-breaker device, one in which a smalt 'conductor can be used to carry a small fault current sufficient to cause the cir cuit to be deenergized. It appears to me that we must compromise our differences and thus make a virtue of necessity, split tbe difference, and get on with things of equal or grater imj>onanee in coal mine electrification. There are many prudent, foraighted legis lator* and mining engineen who advocate abolition of electricity from cnal mines and favor tbe use of Diesel, comprased air. or hydraulic power for cool mine. 1 do not an ticipate any immediate action in this direc tion, but if mining-electrical engineers pro crastinate and bicker over this issue it will decidedly strengthen the hand of those pro posing abolition. It is my thought that this problem an be handled amiably and at ifie same time provide adequate safety. An approach toward solving this problem would be for the mine workers* and coal op erators* appal board to appoint a commit tee of unbiased informed men to sit down and prepare rules on this subject that will be final and binding- 750-t24?.7 V" 35TH NATIONAL SAFETY CONGRESS VOLUME IX COMMERCIAL VEHICLE SECTION UTiONAL SAFETY COUNCIL, INC. 20 NO. WACKER DRIVE CHICAGO 6, ILL. ' fin: jsiz: I Commercial Vehicle Section Executive Committee 1947-48 interat Chairman-J. A. EBELING, Olson Transpoaslion Company. Chicago. QUnoit mmedtate Past Chairman--E. J. EMOND, Armour It Company. Chimps. Illinois 'eeretary--K. P. AUSTIN, Virginia Surety Company, Toledo, Ohio landing Committee Chairmen: Program-- J. P. HIGHTOWER, Pennsylvania Greyhound Lines, Cleveland. Ohio: Contest--y CRUMME, JR, The Silver Flees Motor Express Inc. Louisville, Kentucky: Driver Award--H. D. SCHEFFER, Auto Owner* Insurance Company. Lansing, Michigan; Mtmbmhify-D. M. GOODWILLIE. Willett Motor Coach Co, Chi cago. Illinois -rntral Region-W. C. B MERRITT. (Chairman), Trucking Inc. Detroit. Michigan; H. H. GOFF. Mistletoe Express Service. Oklahoma City. Oklahoma: H. T. DORNAN, Blue bird System, lac. Lyons, Illinois; S. E. PRATZ JR, Heidt Bm. Alice. Texas; H. J. ERICS* SON, Refiners Transport A Terminal Corp., Detroit, Michigan Eastern Region--W. R. SMITH (Chairman), Scott Brothers, Inc, Pbitadetphia. Pennsylvania: R. F. TODD. Commercial Motor Freight, Inc, Cohimbus, Ohio; J. K. CROUCH, Adamic Greyhound Corporation. Charleston, West Virginia: W, J. SHEEHAN, Brunswick Laundry, jersey City, New jersey: I. E. JOHNSON, Carolina Coach Co, Raleigh. North Carolina Southern Region-- H. M. CLAYTOt-', (Chairman). Memphis Light, Gas It Water Division, Memphis, Tennessee; A. E. GREENE, The Mason fc Dixon Lino, Inc, Kingsport. Tea* . ncuee; J. O. SPEED, Birmingham Electric Co, Birmingham, Alabama; E. BOND, Ryder Trucking Co, Miami, Florida; W. T. GOWENS, Smoky Mountain Trailway*. Asheville. North Carolina Ipafmi Region--C. D. CALKINS (Chairman), Pacific Motor Trucking Co, San Frandsco, California; M. R. JENSEN, Consolidated Freightways, - Inc, Portland, Oregon; H. B. LYON, Lyon Storage fc Moving Company, Oakland, California; H. J. BI5CHOFF, Southern California Freight Lines, Los Angdcs, California; K. N. BEADLE, Pacific Intermountain F-xprcss Co, Salt Lake City, Utah Counselors--W. F. BROWN. Consolidated Edison Company of New York, Inc, New York. New York; R. C. HAVEN, Continental Baking Company, New York, New York; J. W. LORD, Atlantic Refining Company, Philadelphia, Pennsylvania; A. E. NEYHART, The Pennsylvania State College; State College, Pennsylvania; G. D. SONTHEIMXR, American Trucking Associations. Inc, Washington, D. C.; G. R. WELLINGTON. Interstate Com* merce Commission. Washington, D. C. Commercial Vehicle Section 5 TUESDAY AFTERNOON SESSION Octobor 7, 1947 Presiding: EDWARD J. EDMOND, Director of Automotive Safety, Armour It Company Making Batter Use ol Safety Materials (Panel Discussion) Discussion Leader--y p. Hkktowix. Mgr, Dept, of Safety It Personnel. Pennsylvania Greyhound Lines. Purticipenls; H, M- CtAYTOw, Standardisation Eng, Memphis Gas, Light' ft Water Div. Geoacc Mackxxm, Safety Dir, Railway Ex* press Agency. Chicigo. Max Jeksxzt, Snpc. of Operations, Consoli dated Frrigbcways. Inc GoanoM Walk**, Safety Dir, Denver Chi* ago Trucking Co, Inc MR. HIGHTOWER: I will now entertain any question you might desire to ask. Un* doubtedly there arc many of you who would like to know more about contests, bulletin beards, pay envelope inserts, the mailing of safety material to homes in lieu o( the direct handout, the use of the dash card, the use of films, and the use of supervisory materia! nhich the National Safety Council makes available to you. MR. CLAUDE JTLLER (Oklahoma City): I just wondered what other use would there be for bulletins except putting them on a bulletin board? MR. CLAYTON: We have found It very effective to use posters as a back-drop at our safety meeting. MR. MACKLEM: Is it a poster or bulletin? MR. HIGHTOWER: I think the question would Include either. MR. MACKLEM: I think there is a good use far both at a afety meeting. In other words, yoor bulletin* do contain a message, such as ia analysis to deal with some specific item you are having trouble with, and I be lieve It can be rehashed In open meeting to gcod advantage. The same way with the poster. If k is posted near the bulletin board, it docs anna attention to the bulletin board and is a asrim of having the other material s the board read. MR- JENSEN: In line with Mr. Macklem's mull I have found posters helpful in analyzing the accidents that have happened in the pnsc lew months. Each one of them. of course carries a specific type of accident. In using them for analysis, they make a very good basis to lay down your framework far future accident prevention. MR. H. D. SCHEFFER (Laming. Mich.): I would like to direct a question to the panel. How successful has the sending of direct null to the driver been? If they have used it, what was the ultimate cost and was the ex pense really more than offset by the gain from that type of campaign? MR. HIGHTOWER: You have in mind whether or not the direct mail of safety material to the employee's home ts a better means of getting the thought across than a handout and whether the cost is justified? MR, CLAYTON: ! have always liked to get my mail at the office because there is a place there fur the mail to be delivered, and there is a place to sit and read it* But it is a differ ent proposition in handing out something to the driver of an automobile or trade. He has no office; he has no place to read it ex cept at Home, and by tbe time he has wrestled with the letter alt day, it is probably ruined when he gets home. For that reason I feel that mailing should be to his home. If it is worth sending tbe man- in the first place, it is worth mailing to him so that he can get some good out of it. Delivery of unaddreased mail by other* is very unsatis factory as I have found it, and by delivering it through the mail, you can rest assured they will receive it. 1 am very much in favor of mailing to the boma all of this informa tion that we wish to send to the drivers. MR. MACKLEM: I agree with Mr. Clayton. I think it serves a double purpose because after all. if we are going to seek reduction of accidents we have got to cany into tbe homes literature which benefits not only tbe driver but also his wife and family. It Is pretty hard to measure tbe value of 1l I might quote one incident. A driver changed his addros. He moved his borne and failed to give a supervisor his new addrew. His wife didn't receive that 6 35th National Safety Congress, 1947 material at borne tor the next couple of months. Finally she wrote me and wanted to know where the material was; so we caught up with him. That inddent shows the benefit of mailing eo the borne, MR. JENSEN: Then is not very much 1 can add, except that I agree with the remarks of Mr. Clayton and Mr. Macklem. We all know bow many safety bulletins have been consigned to filing, even when they are placed In a certain spot which Is accessible to the drivers, so 1 fed the expense Is justified. MR. WALKER: We have used two methods very successfully in our operations. A home delivery to the driven* wive, I believe, is much better than the handout method. MR. HIGHTOWER: I take it. In summary, the panel is of the opinion that direct M*n|"g doe guarantee that the employee will receive the message, and further, it has the advantage of putting it in the driver's home, the mes sage which not only the driver but his family will read. As a result, perhaps the family will have some Influence upon the driver or employee; Further, I would also say that any who sits down in leisure time to carefully read your message, which he will do at home, is going to main that message a much longet time than if he stands at a dispatcher** window or at a termini] dock and reads it and others on the bulletin board. As a matter of fact, the longer it lays around the bouse, the more times he may pick it up and read it; therefore, the thought may stick with him longer. MR. CRUMME (Silver Fleet Motor Ex press): 1 have beard some say that too fre quent mailings of safety messags to the individual breeds Lack of interest and doesn't get the dented result. On the other hand, more lengthy and leas frequent maaages to the individual brings better results. MR. HIGHTOWER: The question for consideration, gentlemen, is whether or not we think too frequent mailing lessens the effect of the material? MR. CLAYTON: We have attempted to keep our mailings down to one a month. That, I do not think, is too frequent. But 1 do believe that you could have them too fre quent. That is just an opinion and not from experience. So far as making than longer and less frequent, I don't think any mailing is any good if the material b too lengthy. MR. MACKLEM: I agree with Mr. Clayton. It has been my experience that it is better to put over one point at a time rather than to pile up a toe of reading matter that a man won't take the time to read. 1 think we do get plenty of it as. it is. If you can put over one point and deal with that one point thoroughly, you have accomplished something. We confine our mailing of litera ture to drivers to once a month. MR. HIGHTOWER: I would like to ask a question. When you refer to getting over one point at a time, have you ever in your experience, continued with the same theme for several months in succession? MR. MACKLEM: We sometimes use the muse of accidents that we might consider the most frequent. We will add maybe just one Une at the bottom. "To watch out for tadc-up accidents.** or some liulc message poundiog assay on that high-frequency ac cident cause. MR. HIGHTOWER: Mr. Jensen, can you add anything to this opinion as to whether too frequent mailing of mesaget to the home leased the value of the message? MR. JENSEN: There is a point, I guest, beyond which we should not go in the fre quency of mailing, but I believe tbe degree of assimilation depends on the way the material is prepared. I have tried to check my mailing system, being sure it contains the cartoons, die posters, and be sure it is con sistent to the point, and has a little humor, then have that stressed tbe next week and the next week. I don't believe that long mes sages oto long intervals will get better re sults than short ons. MR. WALKER: I agree with Mr. Jensen. We send out literature possibly once a week, too. That indudes all kinds of literature like The Driver Letter, the National Safety Coundl later, tbe bouse organ, and ipedat messages, too. from time to time. All in all, something goes out about once a week. MR. HIGHTOWER: Do you send different types of Literature out in the same envelope? I mean, several different types of literature- MR. WALKER: No, always one type. MEMBER: We have a slogan contest that nine every month. Tbe contest ends on the 15th of the month, and the slogan is used at the bottom of all correspondence regardless of what the subject may be to the driver personnel. It is a short slogan which the driven themselves send in to us, and Commercial Vdmci* Section 7 for the winner, we give a frtic prise. It doesn't awwam* to much, hot far go conmos* Uvc days that same Hole driver slogan is shoe at at our fellows oc every conceivable piece of correspondence which goes out to driver personneL The contest generates enthusiasm because we get a surprising number of letters. We get the tv and two or three others from the department to deride which is tbe better slogan, and then all cor respondence tar aerially goo out to our driver personnel carries that one little per tinent phrase. It Is just a little sbot-in-tbc- arm idea which generates interest. MR. HIGHTOWER: Is that tor tbe dis tribution of your literature and correspon dence that is mailed into the home of each employee? MEMBER: Yes, everything we may use. MEMBER: I would Uke to ask this ques tion of the panel. What success, if any, have you had in driver participation by way of explosion or answer to mail in which "quizzes'* are used? Suppose we send out a picture with a number of improper driving illustrations, and ask tbe drivers to check or coned the errors. MR. CLAYTON: I might my that we hate nude a practice of mailing oat The Driver Letter to the driven, and that lata one- month rut quite an article about how to bonk your bom. Any of you who know the Lav of Memphis know that bom bonking U absolutely prohibited, and I had t& phone calls asking whether we were going to la the bars down so the drivers could bonk the bora. Since then I have been very care ful to proofread these letters before I mailed them. But there were tS men who thought enough of it to on up about it, although only five hundred of the latere were sent out. MR. HIGHTOWER: One of tbe membas in the tadlatce has asked whether or not there have bees any results from direct mail ing from tbe wandpoint of correoioas by the employes asd also of constructive sugges tions as a molt of your direct MEMBER: That is, tbe real answer to the particular problem we might send out. MR, HIGHTOWER: Have you ever pre sented to your drivers a problem confronting yon? MR. CLAYTON: No. we have never pre sented them with anything Chat required an answer. For one reason, we didn't want to be omty disappointed hi tbe number of mmi 1 always try to answer latere that aee wikixn e me. and yet I forgot to answer one loser that cune to me. We are very prune forgo to answer latere, and these amn on tracks, I imagine, would be worse than anyone rise. We hare never put it op to then on the basts of for an answer. MR. HIGHTOWER: I more or less agree with that. We have aa awful time gating chan to- make up a log or an aeddent re port. MR. MACKLEM: I am afraid I cant help out there. I haven't had any experience. I fed like Mr. Clayton, that it is trouble enough to get them to make out the reports we hare already asked of them. MR. HIGHTOWER' Mr. Jensen, in your Consolidated frrigbtways, hare you had any remits from your direct mailing? AIR JENSEN; Yes, with varying degrees of sucres in so far as the answers are con cerned. Just recently we tried out a plan that seems to be producing a few more replies than before. We are dratlaiizing driven on specific problems: "How do you reduce back up accidents?*' "What constitutes defensive driving?" Tbe best answers are printed in our semi-monthly magazine along with a pic ture of the driver. That seems to be produc ing more replies than era before. MR WALKER: 1 have tried to measure the results of direct mailing by qacstionnalxes sent out to tbe driven and have specifically asked that tbe driven don't sign them so that 1 could get an honest areas section of the way they feel. The results hare been en couraging. As I aid, I have tried to measure the results of direct mailing through the use of questionnaires. When I said them out I specifically ask the driven not to sign than when they said them back to me, and I have been gating about So per cent back, and the replies are very encouraging. MR HIGHTOWER: Hare any of you em ployers in the audience, through direct mail to tbe employees at their homo, presented some of your problems and invited an answer or a corrective suggestion? MEMBER In answer to the first, we have had bir success. I would ay that perhaps they thought it was compulsory, somahing that at the time we tried to dlsripate, and most of them did send them hack. Z think the suggestion of having no signature may be very hdpfuL Tbe type that we sent out 8 35th National Safety Congress, 1947 was a questionnaire, and we sent oat one on which they marked the various things that were wrong. We have got a new plan in mind now. They want to get a aw see* cion of opinion before we use that as pert of our over-all supervisory training program. MR. HIGHTOWER: If you feel free to do so, can you give us a concrete example of some of the things you have asked them through your direct mail? What are some of the problems? MEMBER: We sent out a questionnaire involving some to or go questions on rules of the road and particular ordinances that might be violated and asked for the answers. We got answers to practically every one. We sent out one on tools that were mislaid. Then we used dm in the same pattern In driving and got a pretty fair response. Those are about the only two 1 can offer at ths time. MR. HIGHTOWER: Wc have touched on bulletins and posters, direct mailing into the homes, and I think thaw are about aU the questions we have covered. MR. PEARSON (Minneapolis Gas fc figtw Co.): We have not used direct mail up to this point, bm it certainly sounds very inter* sting. I am just wondering if the material put out by the National Safety or other safety material that might be pur* chased, as effective as the material that b put out by the specific company involved? 1 am just wondering whether there Is a more personal interm in material put out by the company or material that b used that might have been purchased elsewhere? MR. HIGHTOWER: 1 think that is a good question. May I repeat it? You want to know whether or not this panel feeb that the professionally prepared materials obtain able from the National Safety Council, or some other organization, b as effective as the bulletins you draw up on your own A--k or the letters you prepare yourself and send out over your signature? MR. CLAYTON: ft would be my judgment that if we woe provided with a staff sufficient to gee out material of. the same standard of excellence that the National Safety Council gets out, such as the Safe Driver, The Driver Letter and others, then it would be preferable to issue one through our own office that applies to the local personnel in particular. We have made some slide films that apply to our own esse which have gone over in a big way because they know it applies to them to putkobr. Bat onkn we do bate s staff wldew to work up something of real value. 1 would say it would be best to use the type furnished by the National Safety Coturdl. Wc use the Safe Driver and The Driver Letter every month. MR. MACKLEM: I don't know that I an add anything, but I do agree with Mr. Clay ton, that we are dealing mostly with drivers. While the literature pot out by the National Safety Council carries a serious message, it b still put up in a humorous way to catch the eye and carry the message. This material also gives an analysb of accidents and tells bow to avoid them. Therefore, unless you do have an artfre to do your work. I believe that la. sofar as driving b concerned the prepared literature Is better. However, you may have other problems, and wc, too, bare prepared pictures to take care of that end of our work. But so far, we like the National Safety Coun cil material. MR. JENSEN: 1 don't agree entirely with Mr. Clayton and Mr. Madden. While 1 don't believe that any of us amid put out the posters and material to the degree of ex cellence that it is now given .us through the National Safety Goundl, I fed there is still room for some tailor-made posters in our own organization. It costs a tot of money, but a diittr that is driving a trade and trailer doesn't like to see before kl all the time a semi, and therefore, we spend a lot , money every year by drawing these up and making them to fit our own organization. We uill use the National Safety Council's, but I do believe they should be supplemented. MR. MACKLEM: Wc do me our own bul letins. but that is more for the warehoure. MR. HIGHTOWER: I would my that U b the opinion of the panel that the Narioual Safety Council material is of value does the job. I dos*t bdieit we agree ,>M| the malarial tetrived from the National Safety Council or ocher oegasimtioQs will do the job akme. Personally. 1 fed that along with those profruinmfly prepared materials that there should be something of your own handiwork bccaiac you hare a little more personal touch with your people. I don't beBere that month after month, or week after week, we will put it. you should send out profession ally prepared material and nothing else. I don't bdicre it will be as effective as if you varied that occaskmaHy. Commercial Vehicle Section 9 In my own organization we have a young Udy who coma down one day a week and dod ait work for stenciling or muitilith. We put out our own posters, not exclusively of the professional work but we send it along occasionally. Inject it into our schedule, along with the bulletins of National Safety Council, Greyhound's own Safety Council, and any other agency. I think you have to varv it, and you hare to use some imagine* tioi. i.o get across the message that fits your outfit and ties in with the prepared materials that are available. MR. CLINTON DREYER (East Bay Safe, ty Council): I would like to pose this question in two parts, (i) What is the opinion of the pond as to the value of a Reec contot? And (t) if they are in any Beet contot in any fool community, what b the value of that fleet coolest to them? MR* HIGHTOWER: Mr. Clayton, can you give Mr. Drcyer an opinion as to the value of Heel contests, local, national, or otherwise? MR. CLAYTON: We have definitely bene fited from the national fleet contests we bare taken part in. Not every year is better than the previous jar, but the trend ti downward. So fir as a local fleet contest is concerned, I am unable to say because we have no such animal in our town. Someday, maybe, vre will have, but at the present time, we do not. MR. MACKLEM: We are just ibe reverse in our organization for as yet wc have bad no national fleet contest. But we do have contests, and hare had for the put two years, within our own ranks. Our organization b split up into divisions, and the fluctuation of those divisions from top to bottom and in between, b certainly a good indication that tbe qantrwt are doing considerable good. Abo bare made some headway in the reduction of accidents, and I think we ran attribute CDtmdmble of that reduction to there con- MR JENSEN: I firmly believe in all three. 1 be&ere tbe national contest serves its pur pose while the load contest gives you quicker tvadts. The imra-company contest also serves a definite purpose. I should like to die an inddent that hap pened b sand 19J5 in Persia. We had about 7000 naure driven there, when we first seined * me then, who had never ridden i uyiktat except a donkey cart. Wc had 10 way arridentf tbe first month that it had almost reached a point wbere we couldn't operate the Beet. Then we started a contest and appealed to tbdr vanity. When we quit, our aeddent frequency was down to two. That shows what a contest will do. MR. WALKER: We might not like to admit this, but the contest serves another purpose: It keeps us supervisors up on our toes. Whenever we tee somebody b getting ahead of us, we try a little harder to try to bring our safety record up. MR. HIGHTOWER:: It appears that the panel is in agreement that contests are worth while, MR HAROLD GOFF (Mistletoe Express Service, Oklahoma City}: I might say that I aa somewhat of a nut on contests. We have inteifleei contests, interdty contats. national contests and so forth. There b no better incentive for any group ol men than to be competing against one another. We start out when wc are little kids, running foot races, trying to beat the other boys. Divide your drivers up into groups where they contot against one another in their work aixf have a blowout about every quarter. Make tbe losing (cam or tarns do something at thb picnic, dinner or whatever you hare, to show that. Kid them along that they didn't do good enough to win. Urn would cause every man on (hose teams to work for you in the interest of accident prevention. In my city we have a contest among all of the Sects in tbe city. Tbe fellow wbo is driv ing against the other men on the street every day knows that he it compe-ing against that particular outfit. There l- ore incentive for him to get around without any trouble. I think a contest is one of the finest incen tives in order to keep driven always thinking of safety. After all. the main thing in safety is to keep thinking about it. MR. VANBUSKIRJC (Merchants Motor Freight. St. Paul}: I might say that I have had a recent experience with contests. We have had contecs among our driven for about seven yean. We have various terminals. At each terminal the driven are contesting against the drivers from other terminals for a period of a year. Last night 1 attended a banquet with our Chicago dry driven. Three years ago these drivers had an aeddent record of some 58 accidents per hundred thousand miles. They said they couldn't compete. with tbe rest of tbe terminals because Chicago is a tougher 10 35th National Safety Congress, 1947 dty to drive in. They wasted a special had*, a handicap of woe kind. We talked it over and decided m couldn't do that. We told them it wasn't a tougher dty and we believed they could prove otherwise. This year ending July gist, they won the contest. Their accident rate was a tittle over n. that is. for the dty of Chicago. Maybe you think those boys weren't proudi Along with that banquet, they were given a trophy to keep for a year. That trophy has never stayed at one terrain*! over two yean during this seven-year period. So it does cause a lot of enthusiasm among the driven even though it runs tor a year. 1 firmly believe that cut ting it from a year to a quarter would result in more enthusiasm. MR. HIGHTOWER: Van, may 1 ask you how many vehicles are in your Chicago Beet? MR. VANBUSKIRK: About a dozen. MR. HIGHTOWER: A reduction in the aeddent rate from 58 to 11 even though it were only two vehicles is still a nice reduction. MR. SCHEFFER: There is one phase of the contest 1 would like to have discussed, and that is, an aeddent review board in conjunction with contests. I assume that they have problems the same as we do. Where is that going to come in in this particular acci dent? And do they use driver review boards in this contest to determine the chargeability? Sometimes intercompany contests are on a little different basis. MR. HIGHTOWER: Your question is whether or not any member of the panel room to driver review boards in determin ing the chargeabiticy of tbdr accidents? MR. CLAYTON: We have a review board, but it is made up of the members of the general safety committee on which all depart ments of the division arc represented. The members of that committee are those who have men front their departments up (or ac cident reviews. We study every aeddent with the man present, and be is allowed to say anything be wants about his aeddent and explain it 10 the best of his ability. We set (he aeddent up on a board, and find it very helpful to have the men these when we make the review. We often find there were many mistakes in writing up these reports when we talk to the men. MR. HIGHTOWER: Does your board membership include a driver? MR. CLAYTON: A driver bom the de partment and the man's foreman arc includ ed. The foreman takes the attitude that he is a lawyer representing the man who has had the aeddent, and his co-worker lakes the opposite attitude. He is usually harder on him than the foreman. MR. MACKLEM: Yes. we do have an aed dent review oommiuee, which consists ot seven men. Ihe supervisor of vehicular serv ice is the permanent but be ooty votes on a decision in case of a tie. The committee is made up of driven and super visors. This indudes the inspector, you might rail him. as well as representatives from the maintenance department. That men pass on tbe.chatgeabQity of an aeddent. MR. JENSEN: We have had, for the past ten' yean, an aeddent investigation board nude up of representatives from the shop, the terminal manager, a representative elect ed by the driven themselves, (who has a one year period and most have two yean or more seniority). The driver upon whom they are pairing judgment may appear if be so desires. MR. WALKER: We are beginning to use a system that is aB coo new with os to report on at this time. MR. HIGHTOWER: The panel seems to be very much in favor of an aeddent review board on which is indiwkd a driver. Getting back to the value of contest or results obtained from contest. I would generally summarize it by saying that we all agree that contests serve a purpose. U appears that we fed that inw do simulate inurat in accident pre vention. It gives birth to pride in company, or fine, we wilt my It pva birth to pride in >"" versus team or division versus divi sion and at the top, company against com pany. Sadi pride creates a desire on the part of eieiyoue to be a winner; therefore, through the concerted action of team mem bers or all operators within a company, there is an effort put forth to cut down the num ber of accidents so that that particular team or company will come out a winner. MR. GOFF: I would like to inject some thing about this review board proposition from my experience. I don't think there is any use to have a review board to investigate any aeddent. A driver is guilty of negligence whosever be gets into an aeddent unless it is specified as is set up by the rules of the contest. Say that his truck is properly parked in an alley or whatever it might be. If be has an aeddent, be Is responsible for placing Commercial Vehicle Section 11 that truck in a position so as to get it banged up. He could have thought a little bit, and when you have a differentiation between chargeable and oon-chargeable accidents, you are just opening up a lot of chance for argu ment. U all accidents are cbargmble, you have got that whipped right off the bat. Make a loc of different nates and ay this man isn't guilty and that man ts, and you have got an argument every time you hare an aeddent. MR. PAUL COBURN: I think you are talking about fish and fowl in the mow? breath. If I understood the question, it was about a contest, and before, I viwight we were talking about review boards and charge able or non-chargeable aeddats. In the first place, when you go into a contest, usually (here are rules for conducting that contest. The majority of comets define a "reportable'* aeddent few that contest. It is not left to judgment as to what U a reportable or a noo-reporable aeddent. The National Fleet Safety Contest and a majority of the local contests conducted by safety councils define a reportable aeddent as any aeddent unless the vehlde is propoiy parked. In the ma jority of instances I don't believe you would need any review board or the judgment of any person to decide the answer to that question. On the other hand, as to the driver's responsibility for an accident, that. I believe. a different story, not related to Sect con tests. MR. McBRIDE [Fort Wayne, IntLJ: Wc in Fart Wayne have bean following the rules and regulations sec down by the National Safety Council on our Beet contests. MR. GOODWILLS [WHlet Motor Coach]: 1 think what Mr. Seheffg'had in mind was whether the presence of a driver on as aed dent review board in any way prejudiced the findings of that beard. In other words, l think we ail agree there has been an increas ing nationalistic spirit or fraternal spirit in connection with the unionization of indus try in general, and 1 think maybe he was questioning whether drivers on a review board tend to be impartial or whether they tend to be biased. Did they tend Co team over back wards and favor the coin whose case was before the board? MR. HIGHTOWER: Mr. Clayton. I be lieve. remarked that in his case, where they did. have a driver sitting to their committee^ that driver was prone to be pretty tough with his fellow driver who had had the accident. MR. CLAYTON: More so than the fore man or other supervisors. MR. MACKLEM: Those axe exactly our findings, too. MR. JENSEN: That has been my experi ence. too. 1 have noticed that in some in. stones drivers complained a little bit about a decuioo. and then they were elected to the board and tame in and stated they would never complain again because they really got a square MR. SCHEFFER: la answer to Mr. Goodwtllle. I have something I think would be of interest to everyone here. We have an unusual situation in Detroit. We have signed an agreement between the various hxals to issue certain reprimands to driven for cer tain infractions of company rules in acci dents and various things of that nature. It varies from a few days to several weeks layoff, until it reaches dismissal. In many instances they have used renew boards to find out whether or not a certain type of reprimand should be meted out to this par ticular individual who has been either in volved in an accident or some misdemeanor, but it is mostly on accidents where the review board coma into pUy. In four or five in stances that I know of with these review boards in existence, the driven have been very fair both with the company and with the driver. We have been at it better th a year and still have to get our first kick-hade. MR. HIGHTOWER: For the sake of cbuification, you referred to an agreement be tween these locals, then to a review board. Is this review board made up entirely of local aiembers? MR. SCHEFFER The review board is elect ed by the drivers, usually representatives from the carrier representatives, from man agement representatives, from maintenance departments. In each Instance three drivers sic on this board, other members might be men eteoed from each home terminal. They are the only ones who have any right to vote. The others, the management representa tive*. merely sit in as a guide or consultant. When the analysis of the aeddent has been thoroughly gone over, and they are ready for the question, only then are the drivos al lowed to vote. Of course, that Is done for a specific reason became if there is any repet- 12 3oth National Safety Cemfrtu. W7 cibbou they caa always come bads, aid wy. i a lm about the com "Well, it was the vote of the driven. Man agement didst cater into the pictnie.** To date there has bees ao t* to wait a decision. i a lot in regard . We require tbai i b tomKed ia an accident be win m get all the informs- MR. HIGHTOWER: That b the fan time I have ever heard of an acrirtm review board eompoacd entirely, or with the anthnrity vested entirely, in the driven aid no owe mi we have found that it has K. fhm my experience I am greatly to hrvar f gsxtog aB the driver pamadpataan wc cm m the review board. else. MEMBER [Memphis. Term.]: We had exactly the reverse procedure happen <n oar company. The anion absolutely withdrew their men from the safety committee and said they would take no put in It whatever. That happened before I went with the com ML marTOWEt: Cemiemm. we have diifad far affrii tarn the object that wa* i fait, m I mid h toe brgiaaiag. that the value at these meettog* is to the exchange f idem. I - ' pany. and I have only beta with the com pany a short time. They did not want the operators who were aeodating daily with the men to pus on accidents. That was their excuse. They said that they didn't feel their operators should be allowed to pen on a brother operator. MR. GOWENS (Smoky Trad- ways); With your permission I would like in tell you some of my ctpcrieacs with that which has been favorable in pomitting driv en to sit on our review hoards. We Waned out by setting up a review board composed of supenrison and myself as safety director for the company and one driu, with the idea that in the event the driver did haw any prejudice in favor of the fallow driver, then we bad two men on the bcud who omatd overrule him. We used that as a check became we didn't know how it would work. After using it about sue or seven months, the driv en who had been participating in this review board acted to favorably that we it ML CLAYTON: We torn me used news paper dippings htiaase as a rale they are too --ill so sod at any durance, and tire* douY catch the eye. We have used photo graphs at modems that have happened. ealargod photographs, with very good remits. When these |siwa are postal, the drivers look at them and dhotas them. Any time you can get drivers so disom an accident, you gain Trmrtbfng MR. MACELEM: We haven't mod news paper dippings to any great extent, but we was a good thing and expanded it. We still have only three men on our review board, but now. instead of Maying at our borne office to hold our meetings, we go from division to division over the entire systea. Of course, a different driver is repre sented at every division. That worked so well that now all of our meetings of the review board are held In an open meeting. All drivers who have been involved in accidents during the preceding month nunc be at the meetings even if it causes them to be, off work that day. have used photographs, and l think that any material you can get pertaining to your own operations, dealing closely with it. certainly has a place on the >inniri board. MR. JENSEN: We have never used photo graphs, bat we have blows tip local accident account' from time to time as well as bodlines from nnr house organ. MR. W \LKER: We have used material of that kind. MR. HIGHTOWER: Do you use the news paper dippings jud as they are or do you blow them up? We hate found that we were gf*g results that we had never anticipated, inasmuch a* MR. WALKER: Sometimes juM at they are and sometimes we blow them np. the drivers who ate sitting in those mcetlny. even though taking no part In them, get a MR. HIGHTOWER: I think vre will ail agree that any materials on the bulletin board Commercial Vehicle Section 13 have to be something that will catch (be eye of the fellow who will casually walk by as wvU as the man who is intcroted enough to Ward before it and read every line that might appear 00 it no matter bow large or small ML SCHEFFER: When you haven't the time to "blow up"* itcriv you on take a small piece of white cardboard, the sue of a letterhead, and plaoe that Item in the center. Take a ruler and make a border. Thai place that on the bulletin board, and you will be surprised what a amber of them will read it. Drem it up so it will catch their (TO. liwtead of having a traSe meeting of ail drivoa. wc vat thinking about having some (takitam between the foremen and the ecu to the local garages where we would oat fatemtpc schedules or being the men oat on their own time. Tbe question for the panel would be what materials should the vupetvlsues or foremen to a garage use in talking to the men? Why would they suggest time materials? ML HIGHTOWER; What materials would be for the use of any supervisory personnel to discussing accident with drivers--and supervisory per- toanri--and where are those materials avail able? ML CLAYTON: la my opinSoo--and we have done this to good advantage--tbe ma terial is available right in your own organsration. Tbe material Is in the drivers them- selva, if yon can just draw it out of them. Or if yon are asking about taking up some partbwfar objcct-and I think that subject should be a very particular subject rather thaw a bread subject--you can take photo graphs that win dononstrate what you are talking about. For example, we bad quite a bit of dis cussion about cleaning up tbe trucks. With wires and climbers and everything all in the middle of that truck, there ts no room left for the men to ride. Of course, the material takes fare (dace, but wc had quite a dbcusuon about bow to get - the men Into tbe trucks so they could ride safely to the job. We took pictures of the inside of these trucks and then dframed housekeeping. That is an example of how to get your own ma terial. and it will be most effective for a meeting of that Irfawk MR. MACELEM: Wc do something like (hat. We call them "Spot meetings." They last for from two to five minutes. The ma terial used so far as we are concerned is a letter to the drivers about some recent acci dent, and we bring out tbe point that it might happen to them if they are not alert and careful. Tbe material can be found, I think, at the garage if that is where your meetings are held. It can be found in articles and pesters of your own or in material furnished by the National Safety Council. MR. JENSEN: We also use tbe same source of material as Mr. Clayton and Mr. Macklem. However, I believe tbe National Safety Coun cil puts out a Newsletter that is very useful as a source of material for your safety meettng. ML WALKER: Short films .and other forms of visual aid might be used. MR. HIGHTOWER: There are a multitude of sources erf materials for the guidance of >our supervisors. I would like to add to Mr. Jensen's remarks that this section does have available a Newsletter which contains supervisory material which certainly is a'* good guide for your supervisors. I think you should augment that with the materials these other gentlemen mentioned and which you would find in your own property. MR. GANNON [Commonwealth Edison. Chicago]: Tbe utmost thought to our minds seems to be: wc must bold meetings. Then we start looking for something to use at tbe meeting. My personal experience has not been to getting the material, but in finding the time to give the men the material that is always available in our burinex. 1 bav^ used those short meetings for years--10 or 15 minutes at a time. However, wc arc always supplied with a lot more material than vre are able to give to tbe men. MEMBER: Now in our particular or ganization it isn't very easy to get the drivers together. We have about >3 routes, with headquarters to six different states. You can't get these drivers to a meeting, as they are probably contacted once every six weeks. Docs the (and fed that material solely through the mail is suSdent to carry on a satisfactory accident prevention program? MR. CLAYTON; I am inexperienced on that problem. MR. MACKLEM: I don't have a condition of that kind, cither. I have found, however, that casual talks with the men are valuable. y% 14 35th National Safety Congress, 1947 MR. JENSEN: We have had a somewhat similar experience. This has been particuuarty true in Montana and North Dakota, where we have only two or three drivers, whom we might call "the forgotten men.** We have helped that quite a bit by having the supervisor go out and take these men to breakhut and give them a little first hand information. They would never bear about it otherwise, because they haven't the oppor tunities to get to a meeting or a dinner or luncheon, MR. WALXER: I am in the same position as the quetioner. Certainly direct mailing is not the last answer on that sort of a problem. It is only one tool. Meetings--super* visor's meetings, safety director's meetings, haw to be used to cover that situation. MR. HIGHTOWER: I think that this sit uation is a fairly good cnmpk of the value of the use of the materials that are made available to us. Here is an example of an operation in which the individuals cannot get together in a meeting. From the question 1 amime that the operation k so scattered that they don't have the supervisory force to make the individual contact*. Therefore it seems to me that the answer is obvious: the mailing of the material directly to the men is the only thing that can be done. And certainly, careful selection of that material and careful preparation of your own mo* ages that are ex through the noth to these drivers should acronspibh noe good. 1 rbjny that is certainly a testimonial for the me of good safety materials and particularly for the distributioQ of such material through di rect mailing to the homes of the driven. . Commercial Vehicle Section 15 WEDNESDAY MORNING SESSION Octabar 8. 1347 Group Meeting on Draw Education and Training Presiding: Couon & Cruux, Scpervfc.ir, Safety Education Dept.. Detroit Public Schoob; Chairman, National Driver Idoaiko awl Training Committee, N.5.C. Who! the 1947 Winter Driving Teste Show (Summary ai a Talk) By RALPH A. MOYER Rmardi Prof--or of Highway Engin--ring, Iowa State College and Chairman, Committee on Winlor Driving Hazards, Natio&ai Safety Council i. Motor vehicle death rates as related is motor vehicle travel are highest in the wants in aO seasows of the country. Whin doth rates are from aj u> 55 per tent higher than summer rates in the northern half of the country, and hum $tojj per cent hit**"- in the mstbtra half. TW two major Canon pro* during these bighc winter acridcnt rates are taarfrf--tr fimfien and reduced viability. a, luudtqwaee ansrfion on road surfaces is primarily dm w snow and tee and. t-j a leaser nctem. so wet--, parrimbrty ou certain types at pa--u Combined with baity driving |wa*v**m poor traction generally re sults in sUddhg, a rlrrnmniiirr frequently reported as a host contributing to motor vehicle S- Reduced viability is winter driving generally invotra one or more of throe cir cumstances: longer hours of darkness; towered visibility at times of snow or sleet storms, fogs, stun, ctc4 and ofaatnsafim to driver vision from frost, ice or snowcovered windshields, snow hanks, etc. 4. The moat striking fact revealed by the Committee's teat projects* was the surprising ly' wide variation in performance with bare tires on smooth Ice. Braking distances oq smooth ice range bora a low average of 110 fees to a high avenge of 950 feet, depending upon the ice condition, and to a lesser ex. tent, the type of vehicle. Acceleration add performance on corves likewise varies, but to a somewhat leaser degree. The extreme variability and unpredictability of the surface condition proem the teal hazard of ice and snow to the unwary driver. 5- During the winter months special em phasis should he given to winter driving problems in the fields of driver education, highway maintenance, accident analysis, en gineering improvements, road condition re porting, and traffic taw enforcement. Full cooperation shooId eua between those re- sponsible for road maintenance and those responsible for traffic safety. 9. Driven must appreciate hazards of winter driving and understand ways of sur mounting them if they are to avoid trouble on the highway. Thus, a broad educational program should be conducted by those re sponsible for traffic safety. Driven should know that: a. Ice and snow increases braking distances from 3 to ts times that required on dry pavements. "Wet" ice, meat frequently encountered after freezing rain or sleet storms, is twice as slippery as "dry" ice encountered at tow temperatures. Brak ing distance* on glare ice for can and trucks equipped with natural rubber tires are to to 90 per cent ten than with synthetic tires. Glare nad ice and the smooth ice of a frozen lake give com parable braking distances. Trucks gen erally skid fartberon ice than passenger cum. b. Speeds aim be materially reduced on slippery pavements to avoid dangerous skidding. Speeds should be in the nor mal driving range of other traffic and passing kept to a minimum. The recom mended safe speed 00 glare ice for cars and truck* with bare tires is in the range of 15 to ao m.pJL I *yii ~c$; -*S :: 16 35tk National Safety Congress, 1947 e. The rules Cor safe driving under adverse road and weather conditions are fundamentally: Get the "feel" of the road; adjust speeds to conditions; stow down well in advance of intersections and curves; use tire chains on ioe and snow; keep windshield and windows dear of snow, ice, fog and frost; follow other vehicles at safe distances; signal inten tions of taming or stopping; and apply brakes with a gentle pumping action. Tests have shown that a very rapid and hard pumping action will produce con siderably shorter stops, but it is doubt, ful if the average driver am employ this technique to advantage. 7. During fall and winter months, public officials and safety organization* should also give special emphasis in public information programs to the hazards of driving and walk ing during the hours of dusk, darkness and at other times of reduced visibility. 8. The use of tire drains is the gywt practical means of self-help for increasing traction on soowy and icy roads. Whoa such reads are not treated with abrasives, *!" are a practical necoity for providing traction for passenger cars and trucks. Tire reduce passenger or braking dfrrancra on kc and snow around 40 to 50 per cent; truck braking distances about 60 to 70 par cent. They provide fairly uniform traetioa 00 dry and w See. On icy curves, however, speeds with chains oa the teu wheels oedy should be no higher than without, because chains on the rear wheels only do not proride the nec essary steering control required on curvs. However, In the event of a skid, on the ror wheels are helpful in maneuvering out of the skid. <}. Highway departinasts should strive for "bare pavement maintenance" during the winter season. This ran usually be accom plished by prompt and complete snow re moval, expedited by the direct application of chlorides without abrasives. Where it is not economically feasible to remove the ice or to prevent its formation, the sptrading of abnAvm' treated with sodium or ealdum chloride is recommended. to. The spreading of treated abrasives on soowy and icy roads makes driving safer. Braking and acceloatioa pafonsuwe is from jo to 65 per cent better than on bare ice. With untreated abnsivo performance is from so to 55 per emit better than on bare ice, depending 00 density of spread. it. Traffic engineers and accident analysts should continually check the records of acd. dents occurring during the winter months to identify and concu read locations which are especially piooc to accidents when the surface is slippery or risibility poor. *. State highway departments should develop dfcaive systems of winter road con dition repotting, so that driven will be sufficiently warned of storm and road con ditions. This information should be made readily available througfa ajl publicity media, and should be accurate and dependable. Safety instructions dealing with road or weather conditions should be combined with the reports. 13. Police should cooperate in this program by promptly reporting road conditions and by warning motorists of the need for using tire rhaioa wben traversing sections which are emcariy hiarrfaot because of ice or snow. * (The talk by Professor H. M. Johnson entitled "Tbe Detection and Treatment of Potential Accident Makers" and tbe panel dbnmicro "Have Driver Sintra Any Safety Value?" can be found ia Volume XXVIII of the Congress TrmrueeSions, the School end ColUte Session.) . Commercial Vehicle Section 17 WEDNESDAY AFTERNOON SESSION October 8, 1947 PreiUmf? JOHN A. F.BF.I.TNG, Supc. of Operations, Olsen Transportation Company Determining the PraTentabilit? of Accident* By KENNETH E. KETZEL Da-ctaalSatelyandTraining.Frddiamond Son Motor S-rric Company 2c sacma to aa that 10 adequately consider the gwaim f dmmaaaang the ptcrrzvtabU- iwsfm aaridoM nqtiiu that we consider it bran two enrady different viewpoints. Fori is the jmifcitiaa for establishing any' kind of a fwadoa which will determine whether ar oat aa wrHat could have been prewramd. aad secowd is the actual mechan ical deads kwfail in the establishment of rodk * psoce&we. Since I believe the justifica tion so be (hr mere important of the two, I should 81* so cooosder that aspect of the <ubjcct fak * 1 danbe whether there are any m the motor transportation iadnnry who would retain the idea that a driver should be assessed the dam- agm involved in an accident for which be may be rapwBibte. so we may immediately disnun tint as a reason for detsmining the prevcntabfb'ty of aa accident. It is possible; however, tint a reason which may instinc tively be advanced would be that an accident imat be determined preventable or nonpreventable in cedar to determine whether or set the dii*tz will receive * safe driver award. While that k very true and necessary, for me It still does not indicate the basic rea son behind the development of 3 procedure for reviewing acddoits. I think the pre sentation of a safe driver award It the endproduct of an overall mfety program, rather than the program itself. It should not be aecesnxy for me to state that we are ia this type of .work for the sole purpose of preventing accidents. We recognise that their prevention is desirable, fim because of the humane angle of saving lives, and sec ond, bemuse it has a direct bearing npoa the production of profit without which a busiaen o excuse far existing. This being the rase, I llnr we iko nrvciitir that so Rffuilsv accident picumkm program is one which constantly reminds the employee of the safest and most efficient way of doing his job, and any toot that we fashion for that program rum nrrrwirily .have that for its purpose. It is fo that direction then, that we look for the value in a system for reviewing accidents and determining their preventabilfty. This explanation up to the proem point may suffice to justify a program from the standpoint of management, but we who are attempting to administer such a program in our respective companies, most abo consider whether or not there is any justification for it in the eyra of the driver. Surely, we cannot tell the driver that we are attempting to bring hb standard of performance up to that of the driver of a private automobile, because it is obvious that there is tiltic, if any, earnest effort to correct the poor driving habits of private automobile drivers, it is even more obvious that to install a system for admin istering corrective measures to them would be an extremely difficult task. The result* of tins deficiency are very well reflected in the behavior of many private driven on the streets and the extent to which they are in volved in traffic accidents. If the private driver does not offer a higher standard of perform ance for tbe commercial driver to seek, then how do we satisfy ourselves and the commer cial driver that be should be subjected to a review of traffic accident* that be may have had? Why don't we just let him go about driving as be pleases, without attempting to correct any bed labia that be may develop? It b my belief that, to best satisfy outsehes and the commensal driver that the constant review and correction of his traffic behavior is not only justifiable, but desirable, is to liken him to any other production employee. 1 say production employee advbcdly since in the business of transporting height or pas senger*. tbe driver is actually the man wbo produces revenue and coocrois, to a very great extent, the cose of operation. In that respect, a comparative paraDel may be drawn be tween himself and any employee .wbo is actually engaged in the manufacture of a product, whether be may operate a machine on aa assembly line, whether be works under ;i-k: J ,4$ 18 JJt/f National Safety Congress, 1947 one roof within Use space of a very few tat* or whether he worts over a larger, area. Now consider for a moment what would be the course of action if, for instance, a lathe operator were to consuntly turn out parts that were even a minute taction of an inch off spedfiation. His working habits, I be lieve, would be quickly and thoroughly anal yzed to determine the reason for off-specifica tion performance. Following that analysis, an attempt would then be made to correct those habits so that his production would be ,u dose to spedStation as is bumanty pos sible. tf that employee's performance failed to respond to what was considered adequate corrective measures, he would probably be released from the job or at least transferred to another one where hU own natural limita tions would not subject him to error. Pre cisely the same procedure must be followed with a production employee who is in the business of driving a commercial vchide. A man who has a preventable traffic aeddent has. somewhere along the line, developed an improper driving habit which must be cor rected if be is to continue in that job. The purpose, then, for establishing a pro cedure for determining the prevcntability of an aeddent is to discover not only if the ac cident should be charged to the record of the driver involved, but also to discover weak nesses that may exist in that particular man's driving pattern, and following that discovery, make an attempt to correct those weaknesses, justification for the procedure from the driver's standpoint begins to take shape in a very simple statement. Any operation of a commercial vehicle implies safe operation. It is the driver's job, and be should expect that his performance on it will be corrected when necessary, just as the lathe hand must expea correction on his job whenever his perform ance becomes off-speafication. The other position from which it is neces sary to discuss thb subject is the actual mechanics involved in the establishment and operation of some definite procedure for de termining the prevcntability of an aeddent. I should like to say at this point that the material which 1 will present in this part of the discussion does not necessarily represent my own ideas of an effective aeddent review system, nor does it necessarily reproent the system which we me in our own particular company. It will, however, be an attempt to give you a digest of what, from my observa tions. appeals to be the most commonly ac cepted form ef review system among the companies using then. It is not conceivable that the same procedure in all of its details could apply or be desirable to all operators of commercial vehicle Beets. There are, how ever, from all of the variations that are in effect, certain basic prinapla which have been developed. In the absence of any other starting point, any company who is about to set up an aeddent review system, would do well to follow those principles. malting what ever variations from them they deem apropos to their own organisation. With due regard to ail of the variations, there ii one raped at least in which matt companies are in accord. The procedure of re viewing an aeddent is best projected through the medium of an aeddent review committee. That committee has for Its responsibility the consideration of each questionable aeddent as it acorn, weighing all of the facts involved and rendering a decision of "preventable** or "Don-pteremable" insofar as the driver or management is concerned. I have indicated that it will consider each questionable aed dent and I say that because it is conceivable that, in a very large operation, the volume of accidents could be great enough to make the consideration of each one of theps by the aeddent review committee a physically impossible task under such a sec of circum stances. It would be more advisable for the Safety Director to review each one as it occur? and classify them into three group*--the ob viously "preventable,". the obviously "nonpreventable," and the questionable 2nd then reserve the latter group for constderation by the committee. An alternate to this method of handling a large volume would be to in stall a review committee in each of the ter minals covering the operation and assign it sufficient time and personnel to handle the aeddents involving each terminal's driven. t have indicated that it is desirable (or the committee to render a derision of "provenable" or "non-preventable" Insofar as man agement as well as the driver is concerned. This I believe to be especially important in selling the program to driver personnel. If an aeddent occurs because of conditions over which management alone had.control and is adjudged "preventable" on that basis by the review committee, then 1 believe it is the duty of that committee to correct management in order that the validity of other decisions Commercial Vehicle Section 19 affecting the drivers, will noc be questioned. It is obvious that if the aeddent review committee is to tender its decisions impar tially, strictly on the hash of the facts in volved, its organization and the conditions under which it wocts mom be carefully planned and controlled. Some of the factors which affect the proper functioning of a com mittee and which oar consideration are its size, its rapcaencatioo. its manner of reference to an wrttxw whether in the pres ence or absence of the driver, method of cor recting the driver, method of voting, and dis cussion within the committee. Aside from the ha tint the sue of the committee most naturally be dependent to s certain mail upon availability of penoaad co serve on It. some (bought muse also be given to its size with respect us facility of operation. A committee that is too large can become cumbersome to the point where it accomplishes nothing aad by the same one that b too small, while it may accomphh a groat deal tarn the standpoint of volume an very often love the nnpcatiuo that it is biased entirely in one direction or the otbm. Review committees that are now in existence nasally vary from three to nine people and emphasis is placed opoa the fact that the timber h always an odd number. Representation in the committee should in clude both management and the driven, with a safety director or some other representative of the safety department presiding at the meetings. Representation of management may be either a terminal manager or a s Tin- tendent of drivers, while representstu of drivers should be the drivers tbemaelve? 'n- tideataOy. for those of you who have bat -> experience with the performance of an a, - dent review committee, the presence of driv en on the msnwrittec should not be viewed apprehensively since you wi9 find that In most cases they will be mere exacting in their eondderatiou of the facts involved the management Rpoambo. The pnaasce of drivers on the review oammktee is important and it is equally imy rerun that they be se lected to serve m the committee by the drivers tbeiimJea in aides that any air of favoritism by mmpaat towards wmtw driven be dhufomrod. Another important poise of p|uwnfvt*wt is that it be nqwal between management and driven. That is to my. if you have a five man committee, the appropriate set-up would be to have two representatives from manage ment and two representatives from the drivers, the fifth man bring the safety director or representative of the Safety Department, act ing solely as rhritmn of the meeting. To enlarge somewhat upon the duties of die safety director in the functioning of the committee, X should state that in most * it will not be necessary for to a vott Usually, from a practical standpoint once the facts involved m the aeddent are accurately analysed and developed, the ma jority of the other review committee mesaben will be in accord La their decision. The mem important job tor the safety director or bit representative in the conduct of the meet ing will be to stimulate disctmkm among Use mwntttcc members and at the same time keep the rfHcnmkm on the subjea at band. It as very easy for the members U> wander tsio a dheuadoo oo ocher problems of operation or perhaps even reminisce upon past tspcritoco. While their cunneoas con versation way be very interning to listen UK it does noc accomplish the purpose for which the committee comma*. This is im portant noc only boo the standpoint of sav ing time but also from ibe standpoint of keeping penfnrm facts involved in the aed dent tarn slipping into obscurity. It is the safety man's job to see that die discussion adheres to the subjea at hand and does not wander Car afield from it. There Is ooc a* much nnifnmsff among aeddent mitw committees m the to which the amrirnt is referred to them or in the manner in which it is oDussdered as there Is among some other characteristics of the committee systom. There are some commit tees who refer to an aeddent by numbs- only and do not have the driver present to state hi* case, while others prefer baring the driver present to enlarge upon facts. I am not sure which method ia in the majority, but both have valid reason for then- choice and -it might be well to consider them. Those who favor rcteence by number only fed that this eliminates the possibility of any malicious prejudice on the port of the board memben toward the drivers involved and abo fed that it eliminates the possibility of the aeddent review committee taking on the aspect of a trial court. On the other hand, however, those who favor having the driver present fed that the driver by and Urge is not a man who is adept in using a penal efficiently and fed 20 35th National Safety Congress, 1947 tlut in many cue* even his most earnest effort to turn In an accurate written report of the accident will not honestly portray the circumstances- They feel that it is desirable to permit him the opportunity to go before the review committee and explain it by word of mouth. Once an accident has been beard and a decision racbcd. the work of the review com mittee is not finished. As I pointed out earlier, the purpose for otablishiog the acci dent renew committee Is to discover not only if the accident should be charged to the driver, but also to use the lad* at developed as a basis for correcting improper driving habits. With this in mind, it should be the job of the review committee to indicate in their decision what factors were prevalent in a "preventable** accident so that the driver may be corrected and the possibility of repeti tion be reduced. It then follows that such information must be imparted to the driver involved and it is generally agreed that the discussion of the committee's decision with the driver, and his correction, should be done in private either by a representative of the safety department or by the driver's terminal manager. This particular feature of the acci dent review system must not be neglected and must be delegated to a specific individual if the purpose of the system is to be carried out to its proper conclusion. By way of conclusion, permit me to remind you that the establishment' of, a procedure for the review of accidents is an important part of your safety program--important not alone from the standpoint of safe driver awards, bue important from the stand point of a basis from which corrective meas ures may be given to acrident-prooe driver*. Permit me also to remind you that the effec tive administration of such a system requires considerable thought and planning. The material T have attaopcsd to proem is purely a resume of the more common prac tices now in effect. Whether or doc any of than or all of them will be used in yoor own organization is up to you to decide It may be that now of them arr applicable to your particular set-up and then -gain it may be that you can adopt all of than as your program. Whitcm method you idea, what ever features you indude, adopt it only after you have given it arcful consideration a to tbe effect it will produce upon your driver pcnooneL For those of you who do not now have an accident review cystma in effect, 1 should Itke.to urge you to install one. Tbe operation of an effective one can very possibly add the necessary "shot in tbe arm** to your present safety program. For those of you who now have accident review committees operat ing and have had them operating for some time, let me suggest that it may be a good time to review their method of operation and satisfy yourselves again that it is 'producing the results you bad originally planned it M produce. Determining the Preventobilitf of Accidents (Panel Discuoslem.) Discussion Header--Joscmt Gtutrwx, Safety Dir., Silver Fleet Motor Express, Inc Participants: Kenkzth N. Bcaole, Dir. of Safety. Pacific InterxDountaln Express Co. Eowaxd j. Emond, Dir. of Automotive Safety. Armour J: Co. Gael J. JLnu*cx, Dir,; Safety Jr Personnel. Keeshin Motor Express Co, Inc. G. D. Soktrezmxii, Administrative Aat, Dept- of Operations, American Trucking Ami, toe. CHAIRMAN CRUMMX: Mr. Emond is going to start our discussion by presenting an actual accident diagram. MR. E. J. EMOND: (Mr. Emond presented a blackboard illustration of an aeddem dia gram and eoedoded as follows): The defini tion of a preventable aeddeat Is that it is ooc in which the driver failed to exerdfe all possible can and caution. He oould either prevent it or not prevent it. There is no "degret" of preren(ability. There may be a degree of responsibility but not picventabiliry. MR. G. D. SONTHEIMER: 1 think that part of our difficulty with our review boards, and getting tbe cooperation of drivers stems from the fact that, in American education, everybody is aught that so long as they obey the law, nothing of the nature of stigma trill be attached to them. In other Commercial Vehicle Section 21 words, in a sitnation of this kind, tbe driver who had no stop sign to obey leds that there is no blame to be attached to him. In our safety msrtlngi we disaw preventable acodmU. We wiQ bring up an accident that has bees judged preventable and go ore k with the drivers. hot w are feiag Um in a way that will rr wtarm ham in social responribflity rather than kpi mpmUky. Are sre making an attempt a* dee a mom has social respondbshry in time ffunpF Hk responsibility to other pnapir eMffer dan jw hk respondbilky Ire obeying sfre tom* I that, pcifefa a pri deal of tbe work dene in mm aim anting* could be re; That h something drivers. * Now 1 ai^t ho wasng ahare that, but It ncgicaed of safety . If we are i k re ail. we hare got to Tty. And that Is hit I have seen "Joe bad simple I accident, t alone may make tbe differhre k k a preventable or r avoidable or nonavoidable a vehicle coming from tbe ooc direction spot ted the other vehicle. say. zoo feet back from (be hueisteiion. the accident at this time Mould be (suuititk. Bat tbe dam be ap- protdn to the tnsnwrtkm, the more un avoidable Uccnu die accident. You have to take a good many things into consideration here, but I personally fed we should devote more time to our safety meet ings and snake than mock more Interesting. We could do ibis if we stress re-education along tbe social zmpecnflnliry line. CHAIRMAN GRUMME: 1 are thoroughly in accord with Mr. Sosubdmcr's statement. Once you hare pointed oat the facts involved in a [-->*M to tin driver, you have to tie those Caras Mgttbu in some way, but I disagree that tbe nay to do it is through bis social lopwibaky. X don't be feds (bat any more than you and I, and. I doubt whether we think of it when driving down the street. I think the way to tie it together is to show him bow tbe accident will affect him through the effect of bodily injury to himtdf, and bow it may afffert him, bis fam ily, and bis job in tbe future. MEMBER (From the Floor): Mr. Chairloan, there is ooe thing 1 would like to ask the paneL What do these safety representa tives of fleets, who are conducting review boards, consider pertinent facts in bringing to light what actually happened? How far do they go in their questioning of tbe driver as to the ma factors of the aeddent itself? What degree have they asked him questions about vrfaat was be thinking about prior to the accident's occurrence and things of that na ture? i believe that has a direct bearing on the preventability of an aeddeat. MR. CARL I. KNURCK (Kemhin Motor Express Co.): Driven are often very poor with a penal. We get an aeddent wherein two people were killed. Tbe description of tbe accident by tbe driver appears on tbe report and is covered by two sentences, of lem iloa ten words aril. If you bring this driver before the review board, will you get all tbe information you want? Of course, there ue a lot of quotient you ask. It ail depends upon h* aeddeat. Confine your questions to just what actually happened, tbe speed of tbe vehicle; tbe other vebldc what tide of the road was be on,, tbe weather osoditioas, etc. You win get a complete pic ture before tbe accident review board. MEMBER (From the Hoot): Wbo com poses the review board? In my own case ! detnand a representative of an insurance company. An insurance man will find out more in fire minutes questioning tbu I an find out in go minutes. > MR. EMOND: Our setup has two men from management and two of tbe drivers, with a chairman wbo asks what question* are necessary to give a true picture to the members of tbe board as to wbat took place so far as the aeddent report is concerned. It is up to tbe members of the board to question the driver wbo had the aeddent. Tbe insur ance representative is asked to sit in so that tbe memben of tbe review board may ask the insurance representative any pertinent question*. If and when tbe safety engineer of tbe company Is on rise premises, he ads as an advisor, tbe same m tbe fleet engineer from the insurance carrier, but they hare no A) 22 35th National Safety Congress, 1947 \ote, except in the event, they have a dead lock. the chairman casts the deciding vote. MEMBER: 1 would just like to de termine what a preventable accident is. How long docs It take before the driver knows that he is being charged with a preventable acci dent? Is it done within a week, *4 hours, or what? How soon is that investigation held? CHAIRMAN GRUMME: How soon is it detamined and the driver notified whether or not the aeddent Is preventable? MR. EMOND: Two weeks. MEMBER: Then about two yean from now, when he is sued and you are sued along with him, does he go into court and say, "I was responsible for that aeddent be cause the board said so**? MR. EMOND: No. sir. An explanation of what the driva- could have done to prevent this aeddent has no bearing in legal pro cedure. MEMBER: Don't forget that he puts his hand on a Bible and takes an oath that he is going to tell the truth. Therefore, if 1 am an attorney, 1 am going to ask what his aeddent report said. MR., HUFFMAN: 1 think we can dear this up in this way. If what has been said here is true, you could not conduct any aeddent prevention program to either dedare guilt or no guilt. If a man were sued, in the first place he would become the de fendant. and naturally, he would never the stand. Your record is between the com pany and the driver, and that is a company record and has nothing to do whatsoever with the law suit. Your aeddent prevention program would have no connection with a law suit, and if it bad, so far as your com pany was sued, this man would be the de fendant and would naturally, stand on his constitutional rights and never take the stand. $0 cither way you figure, it wouldn't enter into a law suit. CHAIRMAN GRUMME: Here we are pri marily dealing with an aeddent prevention program and not the legal aspects. 1 agree that 1 am not too sure you have to the question. answer MEMBER (From the Floor): What must a driver's attitude be then? Do you expect him to go into court and say be was not responsible for the aeddent? CHAIRMAN GRUMME: What is his at titude going to be towards your accident prevention program if you don't charge an aeddent that to him? MEMBER: I don't know. It doesn't ap pear to me that a safety or aeddent preven tion program can be successful if your ap proach is a legal ooe and what might hap. pen to you in court. 1 doubt very much whether such evidence would be admissible in court, and even if it were, the aeddent prevention board is not a jury nor are they qualified as experts to definitely determine whether the aoddent was chargeableor not chargeable, preventable or not preventable. MEMBER (Northern States Power Co.. Missouri): We have entertained the idea of a committee or a review board for several months. I want to know whether anyone goes to the scene of the aeddent immediately? MR. BEADLE: If It is in' the city. yes. I am sure that many would give the same answer, your driver supervisor or whoever it is. Now if the driva* is out in the moun tains several hundred miles from the nearest terminal, there is little chance of anyone go ing to the scene and, therefore, you would have only the driver's word. MR. K.NORCR: In all major aeddents there is someone from the company who goes to the scene of the aeddent. MR. EMOND: We rely upon the judge ment and integrity of the law inforcement agency that covers the aeddent. That is where yon get an unbiased picture. That i* the way we generally proceed on our review board. MEMBER: Do you change the personnel of the review board for each month or ac cident? MR, EMOND: Some organirations use seniority in driven--tbe older drivers. To start the ball rolling, two yean ago, when we created this, we picked the in order to sit on a review board who had at least five years without a preventable aeddent. and they rotated every 60 days. MR. RNURCL t believe in rotating, bu: I don't go by seniority. MEMBER: Mr. Eetael. in has talk on n subject, indicated that it was a good policy to let the men themselves choose their com mitteemen. Do cither of you gentlemen fol low that procedure? Or do you pick your men? MR. KNURCK: If they wanted to, it would be agreeable. Commercial Vehicle Section 23 MR. EMOND: Only in concentrated areas do we allow the review board drivers to be * ed on, in places like r^r^rgr'l New York, ..<u City. Ia adi flicu, we allow them i< choo6e their leaders, and it is a good thing. You can go down to ooe of your larger locations, and within *5 minutes you can pick out the loud boy. He generally is a leader among ml If they vote him to be their representative on the review board and he gets up there and is persuaded by the evidence that the man amid have prevented the aoddent. is Is going to stick. That Is one good thing about having the men pick their own review board officials. But they can't succeed Uoudm. They have to go off the review board and come back in ro tation. MR. BEADLE: We are not doing it that way now, but that Is what we intmd to do, if we can ever set up the plan to get the drives to select ibesr own men. MR. SONTHEIMER: I think that method of the drivers touting their own represent atives b undoubtedly the best, but I think there should be some qualifications set up. In other words, they can't elect any man, but they most choose from among those men who have a no-aoridoit record. In other words, if you want to set it at five years, they should be held to choose the men with at least that many yean of no-aeddent driving. MEMBER: Why do the representatives necessarily have to be accident free. Are you saying this then, that a man who has bad an aeddent would never be as good as a man who has never had ooe? MR. SONTHEIMER: I think the man who has had an aeddent may eventually develop into an excellent driver, but I think you will find the man with a no-aeddent record de votes more thought to it. He is apt to be more impartial than a man who is a little bit afraid when be is off the board that some body else may charge him with an aeddem. which be doesn't think should be charged against him. The driver with a fairly good no-aeddent record will be a more impartial member. I don't think that it is too good an Idea to count on the safety director's selling this Individual a bill of goods on an aeddent. We like to have men m*v up their own minds from the evidence and be able to screen it themselves. I don't fed that the man who has had ooe or two or three acci dents won't eventually be as good a man as the other. Many men have a detire to stand out in your organization and would like to serve on your board. If they have to reach a certain record so chat they may be appointed or elected, there Is just that much more impetus behind your entire program. CHAIRMAN GRUMME: I think the con sensus of opinion is that the men should be permitted to choose their own represent atives on the committee. However, it should be clearly understood the committee men should be rotated. MEMBER: A lot of our driven are not primarily driven but trouble shooters or service men. What do you advocate concern ing awards? Are these trouble shooters to be grouped together with men wbo are prima rily drivers, of considered separately? CHAIRMAN CRUMME: I think that your problem is that you have several different types of drivers, tome of them service driven and others who arc just truck drivers. The problem is how to separate them in order to determine the type award they are to reedit, and also how to treat them *0 fat as processing them through the over-all safety program. MR. EMOND: You could have a member on the review board wbo ia a trouble shooter also. In other words, if the cue before the review board involves a trouble shooter, you want to have a couple of trouble shootets on the board as they will understand the trouble shooter's problem. I would recommend to you that you put in two trouble shooters in lieu of the two truck drivers for a trouble shooter's aeddent. MR. RAY WALKER (Tanner Moron. Los Angeles. California): Do you require your executives, safety directors, and bead office ram to stand for hearings on aeddents occur ring with company-owned vehicle*? MR. BEADLE: The royal razzing they get in our outfit is much more painful any formal review that would be held. MR. WALKER: The owner of our com pany has stood three aeddent bearings in a year. I can assure you it bad a tremendous psychological effect oa the driven when we posted it on the board. Incidentally, we post it in every city in which we operate, so it a driver has a bearing be is up before all of the driven. MR. KNURCK: No, we don't. We have very few aeddents with the company-owned cars. We don't do anything aboat it as yet. 24 35th National Safety Congress, 1947 Commercial Vehicle Section 25 MR. EMOND: Our executives stand be fore tbe review board bemuse--I format to mention it before--we have what we call a general review board, which is the supreme court of all of our 418 outlying review boards. That is made up of executives. MR. COODWILLXE (Willett Company of Chicago): Do you in any material way re* ward the driver members who serve on your boards? U you do not, have you had any demand from any union that the driven serving on these boards be remunerated for their time? MR, EMOND: Our men are reimbursed for the time spent on tbe review board. Maybe that is why we get such lengthy de cisions. At no location in our organisation does a driver sit 00 tbe review board on his own time. Our general review board costs us, about $54* to meet once a month to re view outlying review board reports. port. tbe police report on the thing if it is obtainable, and all other information you can get. MR. BEADLE: l think the insurance ad justor's report should be used. In ooe aw particularly that roultcd in a reversed decision from the original one. the insurance adjuitoTs report brought out information that was contradictory to the statement the driver had made and where it had already been judged a non-preventable accident. MR. KNURCK: We don't ask for tbe in surance adjustor's report. If we think it necessary to have his report, wc ask for it. $0 far. we haven't needed it. MR. EMOND: It all depends upon how the investigation was made. If tbe insurance carrier had an agent Investigate at the scene of the aeddent, then we want to use it. But in most cases, with all due regard to carriers, you are only asking tbe question of tbe other a preventable one. (he Alee* Is charged with it, and it goes against Ms record that way. We fellows in these Seen ate governed a lot by the unions. I quutkin, even so, whether time off is the aonm to aeddent prevention work. MR. EMOND: The penalty, in tbe setup 1 am mast familiar with, ft tbe Job of his National Safety Council Safe Driving Award-- which iire" something to lose. Heretofore, in our orgai. non, we had a penalty setup. If a man had a preventable aeddent during the fim six months, be lost a wtA: after three accidents, be was discharged. Some of the labor organizations' rales and regulation* didn't coincide with the temp, t think that when yws strike ottt the penalty system from the review boaiu and just take away hb driving award, 700 have really dene some thing. When you give a man a lay-off, you bare antagonized the man towards review MR. SONTHXIMER: I think you can de termine prerentability with the following two questions; (1) Did the driver do everything in his power to avoid the accident? <*) What could he have done that he did noc do to avoid tbe aeddent? So for as I can detomine those are the two questions that need to be answered in de termining prerauabHity of accidents. CHAIRMAN GRUMME: I was just handed a pamphlet, which 1 understand from yesterday's yearing, has act beet used a great deal by Council members--"For Ex perts Only." 2a the booklet is a section en titled "What is a Preventable Accident?": "Responsibility to prevent or avoid acci dents goes beyond outhOy observing traffic rales and regulations. Profcnfonil driven are expected to drive so m to prevent acci MR. BEADLE: We don't reward than. fellow, which it v.ould be tn this ok, so boards. Besides the fellow you are going to dents, in spile of'hazards of wotber or road, There hasn't been any beef yet. It is a ques you are getting a contradictory statement. tion of not just tbe drivers but your man We like to *ue reports iaaed by police de hire may be vone than she one yon have traffic conditions, and the other fellow'* already ised. faulty driving and failure to obey traffic agement personnel, for you have got to in partments, because, with tbe cxccpcfoa ot terrupt work, and you know bow busy every cities of Urge population, you get a diagram MR. BEADLE: I bad more difficulties in establishing and promoting accident review regulations. "Calling aa accident preventable is baaed body is. matic picture.of tbe aeddent. beards is my company. They had employed 00 whether or not the actidept could have CHAIRMAN CRUMMZ: Are your driven on the dock or off the dock in a committee meeting? CHAIRMAN GRUMME: A question was asked a few minutes ago from the Seer a* to when a driver is notified as to wfaoher penalty and disciplinary action in tbeir re view boards before my time which created eooridoabte he-- we had actually been premned or avoided by the driver m question--not who was primerity responsible or at fault." MR. BEADLE: It is usually waiting time. or not the aeddent will be determined pre to divorce disciplinary action bom the action t think, with that, vre will adjourn tbe rf He is off tbe dock. MR. RNURCK: Wc haven't had any trou ventable or non-preventable. Many insurance companies are a little bit slow in giving you of tbe review board In order to reestablish meeting and thank you for your participation the prestige of the board. very much. ble with the union as yet. but there has been their investigation reports, and ft is im some inkling they ought want us to pay for it. portant that a driver be informed promptly whether an aeddent is preventable car noc MR. JAMES SKIPTON (Marsh McLcnnon, Houston. Texas): Should tbe information preventable. Vou don't get tbe insurance com pany report in sufficient time to get the bene THURSDAY AFTERNOON SESSION. ivailable trees your claim adjustors be used >* vour renew beard committee in deter- fit of the prompt notification to the driver. Your company is probably an exception to October 9, 1947 uining the ehargcabtbty of an accident? In xher word*, they have information'avaiJable that rule, but I know many insurance com panies from whom it is difficult to get prompt Pranfdfog: W. C. MERRITT, Safety Director. Trucking IncecporaMd roca tbe statements from witnesses and such, hat might powtblr in some cases pat a dif- reports of tbeir investigations. MR. NEYHART (Pennsylvania State Col A National Standard for Safe Driving erent picsarc on the information available tom your driver. MR. SONTHEIMER: t think that *tl lege. Sate College, Pa.): Year discussions have been about the preventable accidents. Now then. 1 haven't heard anyooe cay any By W. ROBERT SMITH Manager, Peraonnel & Insurance Dept. Scott Bro*. fire. vailable reports of tbe aeddent should be ised in order to supply more tacts on which a make a determination. In most these t no ringle accident report that is so com* lete that you hare all tbe tacts before you. nd you may find 00c or two in each of tbe rports that bare not been brough: oat by nc single report. I think that everything vailable should be used--the insurance re thing about what the penalties arc nri who is going to brae tbe penalties agriiat these men who sustain preventable accidents. MR. SONTHEJMER: I don't have any particular answer for that one because I am not a fleet operator, and I. know tbe difficul ties the follows get into, to I trill leave it to these fellows who actually It. MR. KNUROfe If the reddest b adjudged You mcc from aS sections of tbe country each have your part to play in the develop ment of a national Wandaid for safe driving. Development, adoption, and admlnhtza(Son of a national standard, hi say mind, appears to be both datable and at tbe ante time iliffimlt ef a----jJwi--w dard, we maw re-examine r present ideas cf aft driving and do it by objective research. f think that w"i of as wQ amende **-- in our attempts to develop of (ew- ing and selecting, vre have easily ran lata over-amplification of on tbe one band: and what seems highly oootndictory but b equally true, some of os have over-compli cated the proem. We have developed a let of tests, a lot of questionnaires, a foe of w<: 26 35th National Safety Congress, 1947 methods and techniques with one objective in mind: to obuin the perfect driver. Of course, that is one of the difficulties that confront safety men. They have made their problem difficult In the very beginning because they are seeking perfection, and yet the fallibility of the human race is one dogma 1 could present to you which could occasion no rubutlal at all. We are trying to pick perfect people; noaccident people; people who never have acci dents and never made mistakes. Certainly, none of us are satisfied with a driver who has an accident. What we try to do is select, in the pre-employment examination, a driver who win work for us "X" number of yean with no accidents. We have set up a very difficult objective. To develop standards of selection and train ing to attain that objective will require, obviously, equally perfect schemes and meth ods and techniques. To administer a national standard we have to have a unification of all Interested agenda because the standard is to be na tional. There will be a national award; a national form of recognition of safety ac complishment. Obviously, to be national, it will have to be administered nationally. To have it done so in this heterogeneous country, we will need the unity of all the established agencies. You can't just scrap everything that has already been established and set up a new agency to take cans of them. In the development of a national standard, we will need national administration. That is going to require the unification of ideas and of effbrn of all agenda and people interested in the safety program. Of course, by national administration I don't, of ne cessity, mean centralized administration. 1 think we tan administer national standards and national programs without the oinc of centralization. Certainly, in 48 states we ought to be able to find 48 agendes or any desirable number above one, that will ac complish this standardization we are talking about. What should a national standard of safe driving consist of? This is merely my idea. I would avoid the usual education, engineer ing. and enforcement. Let us take the stand ard driver, the standard vehicle, and the standard highway, using cadi of them in the broadest sente By the highway is meant not only the roadbed but the traffic condi tions, signs, and all the other ficstuia which in some drastic form of oKtdoo or intimi dation directly or indirectly attempt to standardize the actions of the standard driver. Taking these three points In order, what should be the makeup of the standard driver? Now we do not limit the driver to merely the commercial driver even though the commercial driver is under the particular control of his employer and othre agencies. We all know that the commercial drira, unfortunately, or fortunately, is an integral part of all drivers and all conditioos on the highway. So we can't talk about a standard driver in terms of a commercial vehicle driver alone because many of his difficulties are brought about by awocfrtioQ with other drivers as the highway. What are some of the standards we should consider for driven in general? I would my it's one of pre-licensing educa tion--hot the traditional pre-Ilccming edu cation which consists of reading little pam phlets or booklets that your state hands out and which woe never meant so much to be understood as to be a handy reference guide for a local constable or j.P.--but education on all cduotional levels, starting with very early childhood. We must recognize that until the age of ag the greatest cause of death is accident. When we do. we will bring all our force to bear in combating accident causes. From the very beginning of tbc training of the individual, assuming that ultimately 60 or 70 per cent of them will drive com mercial vehicles, we have to begin stand ardized safety training. The frequency with which accidents occur to an Individual depends to a great extent on bis environment, so we have to develop the standardized driver with full knowledge of tbc difficulties that be faces, the hazards, the risks In his own surroundings and en vironment There, of course, you get somewhat away from standardization because of communitia and highways and territories that differ in their accident exposure. Avoiding or nullifying a hazard k often a- simple *t,ng but nHnj an individual aware of it and continuously aware of U is the problem. Telling an individual what to do when ho gets to an intosealos and sea Commercial Vehicle Section 27 a car approaching against a red light ax an uncontrolled speed is an easy thing to illus trate. but to get that same individual under those actual conditions to react as you have trained him, always not Only once, is the problem of aeddent training. There is bazdly another thing in the world which you measure not by the high fre quency of your ability to comply but by your very low frequency of failure. In other words, it you are a ball player and you hit three out of ten, you bat goo. On the other hand, if you are a commercial vehicle driver and have a route that extends out 55 Mocks {torn your home terminal, there are at least S5 intersections, which means that a round trip would involve 70 intersections! hazards every day. Then you add to that highway the two-way traffic and you have an additional number of hazards with all of the involved right and left and U-turn*. You have cars pulling in and out from the curb and from garages and perking lots. You as m hew complex your job is who* it comes to training of the individual because the success of your work is going to be measured in toms of bow many individuals you can cany through "X" number of yean without ever failing, oot with foiling twice or four times as compared with either eight or ten. box without ever foiling because the minute a safety director telb how many accidents be wants to have he Is focsd with the problem of trying to determine bow much they are going to cost. No one knows what the next defect in driving technique will bring, and you as only ex tend your standard oa a high plane. The second point in atkfitSoo to prelicensing education is driver-training in high reboots. I think the commercial vehicle oper ator in bis own community ooghx to get behind the program. It may be that only a snail fraction of the high-school trained driven will become commercial vehicle driv ers. This is doe to the fact that drire train ing is usually taught in the fourth year of high school, while most commerdal vehicle drivers complete only two yean which prac tically restricts them from the benefit of the training. But the indirect benefits that they get as a result of the improved standards of all users of the highway should be invaluable. There should be a national standard of Dressing requirements, including mental, physiol, and driving tests, for all driven. The driving tests should use heavy vehicles for commercial vehicle driven. This may now be merely an ideal, but make it a stand ard to look forward to. Within tbc commercial vehicle operating field work should begin on the development of a national standard of pre-employment examinations of driven. When an appliont comes to you for employment, you should have some way of evaluating the term of employment he had before, of evaluating the reasons for hire and the reasons for termina tion of employment. As it is now, a man walks in and ttys be worked for suds and suds a company for to yean, and unlos you know the intricacies of their poMooel and safety program, you are unable to appraise whether that term of service is indicative of a good employee in terms of your own organization. While present test* tend to eliminate the unsafe driver or tend to point out unsafe practices, habits, or conditions, they give but small assurance that those who are not eliminated will be free of aeddents. In any discuwion of the development of standards of selection I think it is about time we re-examine and re-evaluate all our present methods. Do it occasionally, periodi cally, and apply more objective research to it. The driver-testing experts have had to make a subjective approach to the problems because they didn't have the experience of the commerdal operators to guide thou and to curb or test their equipment as thev went along. So a lot of consideration in the development or recommendation of a national standard of toting equipment and a lot of research, is necessary. Commerdal industry certainly has a stake in it and should con tribute to it. Now let us take the other factors. The standard vehicles and the standard- highway are topics of such tremendous scope that we could spend days in convention conference trying to develop the vehlde standard and trying to develop the highway standards. However, it seems to me, of all the stand, ardt that we might develop, the one we should develop first is that of pure, safe driving. By pure, safe driving 1 mean the actual operation of the vehicle Including driving in the proper lane, safely approach ing intersections, and properly slopping and pulling In and out from the curb. Aoddest statistics, even the best of them. 35th National Safety Congress, 1947 Commercial Vehicle Section 29 only show us what happened. They don't what isolate automobile driving from other the efforts and intelligence and education and I don't think there is such an "||"| in show us why or bow. We know that certain (actors of human behavior. We try to make know-how of people toms all over the country. existence. lirivers have a preponderance of accidents pulling out Ciout the unit. We don't know why. You cnuJd only know why if you were the driver involved. Your whole accident statistics setup is .cry largely subjective--only the result of what the driver told yon. accredited or modi* Tied to some extent by reports of investi gators. dafm adjusters, or the police. But in the final analyds. our tlow to over* Amplify get as into all kinds of diSculdcs in these things. So we say that the fellow who pulled out hoot the kb, from the curb, without looking, probably has a had left :ye. Ilje fellow who stopped too quickly ind got lammed in the back or didn't stop oon enough and rammed the car ahead, either had too bit reaction time or too slow. ! don't think it is that simple. It seems to me that one of the mistakes ve have made in our thinking U to somc- a peson who is driving an automobile and is involved in an accident into some person totally diffoent from the individual or hu man being who is not a driver. Are there certain things that a driver does that ocher human beings don't do? According to mv persona] feeding, that isn't true at alL I think that we have years and yean ahead of us in the development of national stand ards of measuring, edoaring, and correcting. 1 might be an awful pwinslii on this score, but 1 think the answer to making driven safer--and if yoor formula doesn't work for practically all of them, tw maybe your formula isn't what is producing the re sults--lie* in our laming more about their actions, why they do what they do at a cer tain time. Maybe when we Sad out why they do it, we won't be able to do anything about it .bemuse it will be something we will be unable to cure. Thus out of the sum total, if it is property administered, you might get a bette nod- ard than if restricted to provincial, state, or local. MR. W. J. SIMON (National Highway Users Conference]: t would like to direct a question also to Mr. Smith beaux he did raise a very thought-pentaking question in ooe of his statcramu. He said, "What we need cs a better standard for driver licens ing.** That ntrerst k contentious on at least two points: the ooctaitioa being over whether or not Act II of the Uniform Vehicle Code k ooc an adequate standard (or driver licensing, and the othe egeueorion befog would he propose a federal drive licensing regulation? MR. SMITH: 1 shall my, first, that I am not familiar with this Act II of the Uniform Code as you described it. I only know from the record that km than half the states did MR. NEYHART: 1 am going into the field of testing for just a minute. One of the panel members has done a terrific amount of test ing. not only in his own fleet but throughout the state of Texas and earlier in the war. at Oak Ridge. It was his opinion, fine of to have a national standard on a level which, we might my, would be a stand* ard license, and secondly, certain restricted substandard* for those wbo could not qualify for the standard but wbo might be permit ted to drive under certain conditions. In terms of the men whom you are testing and their deficiencies, would you be of the opinion thr it would be possible to set up a national standard for most people and then a set of sub-restricted standards of licensing? MR. TOWNSEND: I recall, that yesterday the statement was made that there is no series of tests that can any miraculous change in your accident record, and that not examine drivers except during the last there is. so fox, no validity to the tests that to or is yean, and a few states still don't have been given. I want to point out. first, A National Standard for Safe Driving . warning them, in many stats it k wall vey easy to get a lkrmr. In practically all states that if you recall the xjoo fists which were made on various types of operators brought (Panel Discussion} there is a coefficient of eftdency and effec tiveness of posing a driver's license test and into the police departments, you will note that there was no particular croes section of Chairman--C. D. GajjunS, Dir. of Safety. Pacific Motor Trucking Company. before we developed better techniques of handling driven- 1 am just bopeful rhar we actually, befog able to drive an automobile operators covered. Furthermore, there was no that is very dose to aero. material study made of the individual's qual [ Participants: E. R. Bchnuc. Mgr.. Delivery Service Div., won't decide that these present techniques, because they are so much better ** before, To avoid befog facetious, I think a national standard of licensing is desirable; and by ifications or experience. In my experience in toting, I have found, Marshall Field lc Company. are to be fem that I mean a very Ugh standard. 1 nslixe first, that if you have an unfavorable acci A. Ewtnc CaxENZ. Vice-Pra., Mason Sc In so Ear as the benefits of national stand that when you seek to develop such a stand dent record, that a scries of tots will. If Dixon Lines. Inc. ards are concerned, there is probably a lot ard, you run Into such practical cutters as properly administered, make a miraculous H. D. SdUTTO. Mgr.. Automobile Acci to be said for both sides. However, I think cost, facility of administration, and all that change in your accident record. Remember, dent prevention Depu Auto Owners In it would tend to eliminate a lot of eonfnsfon son of thing. Then there k the question of I said, "If properly administered** and prop surance Co. in interstate operations, and it would wy** whether or not. if it becomes national, it erly mid to your operators. In my own organ- Don E. Townsend. Safety Dir.. Dixie-Sun the employment of driven somewhat easier. cannot better be administered by the federal (ration and in some of the organisations | shine Trailways. It would make the training of school pupils government rim* by the state governments have been working with, thoc are figures to CHAIRMAN CALKINS: We will begin in safe driving easier because there are many because as It is, a state government might prove that. our discussion with any questions you may transfer students from one state school system not do it as well as the federal government. I do believe that, as has been said here, have on Mr. Smith'S talk. to another. In respect to driver swank, a It seems to me that aU present methods of there is much research to be dooc, but I also MR. RAY WALKER {Tanner Motor national award might receive greater accep pre-licensing examinations are inadequate. believe that we are in a parilion at the pres Tours]: This question is a rather peculiar one of national standards. 1 would film to ask tance from the driven by reason of its befog a national award, somewhat tike the greater Like meet tewing devices, they do Hfmharc ent time to set a standard which will for people who would be very bad accident risks. exceed anything that we have had prior to the question of why, in your opinion, is effect of receiving an award from the Federal But you could eliminate most of those with this time. I think, so for' as future research information concerning national standards Government than from .your state govern out going through the ramifications of a Is concerned that this is the case. 1 am plac necessary? ment, for example, and tht is probably true tot. Tho-unfoctunate port of it aU b that ing it directly in the hands of the Naticnal MR. SMITH: 1 tried to express Lo 'ey of all states except those south of the Mason- the people who pom the examination Safety Council and other agencies cooperating talk why I think it is utu-wary. I think, too. Dixon Line. per se, that they are qualified drivm and as well as the Commercial Vehicle Section. that often we are indined to take an improve I don't know whether ,1 prove my point, then go out and start -----n-y people. What We have; I believe, approximately tooooo ment of a condition and consider itfinaL but I think there are basically sound reason# can we develop that win test a driver and operators, in our membership. Certainly, if In other words, we went for years bearing for the adoption of national standards, plus help to make him a safe driver? By "safe all of the fleets in the Commercial Vehicle Iriven over the beads who had accidents ihi* over-all reason chat you bring to beat driver** I mean driver without an icddcsL Section were to combine all of their expel- %T^'; 30 35th National Safety Congress, 1947 ence in this field of testing and make it available, we could make much more rapid progress than we could by having one or* gantzation do all this work. However, 1 do believe it should be established on (he basis of your licensing. The gentleman mentioned the Uniform Traffic Code in connection with the licensing. If we felt that the driver's licensing laws were adequate in the selection and licensing of operators, certainly we wouldn't be going to as much trouble as we do to try to improve the standards within our own fleets. At least, that would be a factor in my opinion. Does that answer you? MR. NEYHART: Partially, but I think it will come out again with some of the later questions. CHAIRMAN CALKINS: I am almost sure that we are talking about a subject that cannot be covered in the 15 minutes we have at our disposal. 1 have in mind some thing that we may be able to do with respect to the standard of achievement. Since we are being plagued by accidents within the indus try, 1 wonder if there isn't something that we, as a group, can do to remedy the situa tion? I think that we have a tool within out reach. Could not the industry get together to determine just bow good a driver is? 1 am going to ask Henry Scheffer this ques tion: 1 don't know whether or not your organization has any particular setup to determine the driver performance of your assureds, but if you do. could you tell us something about that? MR. SCHEFFER: We don't use any highly technical or specialized process. We do, bow ever, keep a record of each individual acci dent by every driver in each specific fleet. We have this information in our adjusting departments, which is then fed into the engi neering department. There It is put into figures whereby we of the engineering staff are able to review these accidents. Many times we find that it is expedient to pan the information along to one of the lesser engi neer*. He, In turn, siu down with the drives in question and tries to bring out, from questioning, the things that we feed thfa driver has been doing which are causing him accidents. As I have mid before, we don't use psychology or physical tests because we are not too sure of * MR. BRYCE [University of Toronto, To* ranto. Canada}: I want to tell you at ary appreciation for the assistance chat is given us from down here in the safety wort: In Canada, as 1 have been trying to operate the Division of Public Safety at the University of Toronto, which is patterned on that which is being operated at Penn State. Mr. Smith, in Ids talk, mentioned "the place for licensing" and the "proper standard of licensing." We In Canada are also inter' csted in a national standard of licensing. It seems to me, if you have a general licensing standard, even though not very high, you have a "jumping-off place" for consider ing everybody. There Isn't, a youngster who goes on a ball field who doesn't know the rules of the game.'They arc standardized. It doesn't matter where be goes. If you chalk up an error against a nun, you can get pretty sound unanimity on the reason for that error. That took eg or 30 yean to develop. If you had a standardized licensing system all across the United States, then the average driver, would know what to look for when be is checking up on the other driver, and better performance would naturally follow. 2 don't care whether the standard is low or high so long as it is a standard. Mr. Smith has said it is going to take a long time. Sure. But the very fiict that we will get unanimity is well worth-while. I am going to request all fleet people to work towards getting licensing regulations for tbe general public so we wiU have general appre ciation of all our problems. In Canada we have three types of football: in the Maritime*, one set of roles; In the Central section, another and on the Coast, there is another. We can never get together on football. You fellows seem to have tbe same difficulty an traffic regulation*. CHAIRMAN CALKINS: I am wondering whether it is possible for anyooc here to at least give us a foundation for driver licens ing? What things should enter Into it? I am going to ask Mr. Greene, as a truck operator and representative of management, what be thinks should go into this very basic dement? MR. GREENE: Mr. Chairman, that is ia a wide question, t might give you some very elementary standards--general standards. Of course, a man should be physically capable of driving. He shouldn't have any handicap* tint would prevent him from having control of hi* vehicle at all times. And certainly, eye sight and bearing are very important. 1 think that one of the best ttudanb * Commercial Vehicle Section 31 we need to have is. as the gentleman said. unanimity of rules and regulations so that everybody knows the objectives in mind. We operate in it stats and tbe District of Columbia. There is a good deal of vari ance in the traffic rules of those individual states, and tbe driver, in traveling from one state to another, is confronted with a new problem when he cromes each state line. If all stata had the same roles, then that driver would know what these rules wee, which would greatly simplify matters. Departing from that subject a little bit, I the best approach to establishing a national standard of sale driving is through educational lines. I think that all of our high-school pupils should be trained to drive a motor vehicle became the vast majority of them do drive them, whether they be commodal or private vehicles. I think someone told me ooe time chat U took three generations to learn oot to run across tbe rend in front of an automo bile. If it takes si three generations of people to get away from automobile accidents, we had better get started. We aQ have different ideat as to what those standards be. We have different ideas of what tbe norm should be. Buz If we started out and educated oar young people and brought them along with a standard educa tion on vehicle operation and traffic prob lems, I think we would eventually establish the norms we need to assure safe driving practices on a national bash. UR. SCHEFFER: I agree with Mr. Greene entirely in what be has said, la the city of Detroit for a period of the pest two yean we have bees oooduoing what is known as a "driver refresher course." We have found that, by giving a tat on traffic regulations at the outset, about 75 per cent of the com mercial driven faffed or had poor averages in ordinary traffic regulations* tests. These were not ordinary passenger drivers. Some of the men who were sent to this school were picked oat as tbe star drives*. At the end of the throe days, they passed with flying colors. Now bow could some of those fellows have gotten tbdr chauffer's license when they had tailed so terribly at our school? We believe that this shows that if we bad better testing at the the liomstr was granted, a lot of accidents would have been eliminated. The records of our company don't show that physical defects are reusing any where car the amount of accident* that have occurred. It isn't ignorance of tbe law that is causing the acridma, buz rather that the law is misunderstanding on the put of the persons involved. They often know a law exists, but they do not understand the law correctly. Because they do not understand the law. they that they are doing the right thing and frequently get into difficulty. MR. TOWNSEND: A while ago, gentle* men, I spoke of using. 1 want in clarify that a little bit. I am not going to say that testing of tbe type that unearths physical defects is what atused the reduction in tbe accident records that I know about. But I will say that this testing, by developing the proper attitude, could at least give us a standard which we can scan on. If this pro. gram will develop a proper attitude In reduc* tion of accidents, at least there is a start. MR. SMITH: May I answer Mr. Walker? I ua from one of the Eastern states, and we operate in 14 states, all Eastern and Middle Western. I don't think we will ever win the National Safety Contest baaed on accident frequency until an allowance is given for exposure to accident frequency. Although there is a standard definition of an aeddent, tbe manner in which a person describes his own accident has a lot to do with determin ing whether or not it Calls within the dassi- ficatkm. CHAIRMAN CALKINS: la conclusion I should like to say that tbe improvement which we have irrniwH in this panel will undoubtedly spread by virtue of the fact that you people come from practically every state in the Union and from Canada. We will only get something out. of this, however, if we go back to our own backyards and plug and fight. tfianAtzcfamb 35TH NATIONAL SAFETY CONGRESS VOLUME X CONSTRUCTION SECTION NATIONAL SAFETY COUNCIL, INC. 21 NO. WACKER DRIVE CHICAGO S. ILL. rJ,HE Transaction* of the 35th National Safety Centre** and Exposition of the National Safety Cotmdl are pub lished in 29 volumes. Volume I includes the Annual Meeting, Banquet, Women's Activities, Index to all volumes and List of Exhibitors. Volume II contain* the ASSE Session and the Industrial Subject Sessions. Volume XXIX contains tbc Early Morning Sessions, "Psychology You Can Use." Each of the other volumes is devoted to the sessions of a single section or division of the Council.' The transactions are a record of the proceedings of the Congress, condensed and edited for reference purposes. The complete original manuscripts, many of which rnntain charts and illustrations which could not be reproduced here, are available in the files of the National Safety Council. The National Safety Council seeks to riiminat# from dis cussion matters not pertinent to the aims of the Council. However, it cannot accept* responsibility for the views ex pressed at the Congress or in this record. ft is expected that the new format of these Transactions will permit wider and more effective use of the material re lating to various fields of safety. At the same tune;, the whole set provides a complete and indexed reference work oa all phases of accident prevention. THE NATIONAL SAFETY COUNCIL 20 North. Wacker Drive Chicago 8, EB. aom wauoncu saiety congress Transactions THU VoL Annual Meeting, Banquet# Women's Activities* Index to all Volumes and Exhibitors............... 1 American Society of Safety Engineers and Subject Ssstioa. t Aircraft Manufacturing Section....................................................3 Air Transport Section.................................................................... 4 Automotive and Machine Shop Section....................... 5 Cement and Quarry Section..........................................................6. Cluwlrd Section.................................................... 7 Cod Mining Section...................................................................... 8 Yshlrkr flsrffriti........... 8 Construe tiou tiertion ........................ 10 Food Section........................................... 11 lodaetikd Naming Section.......................................................... .12 Section....................... IS Meat Tanning and Leather Industries Section..........14 Metals Section .................. 15 Section.............................................................................18 Paper and Pulp Section................................................... 17 Prfcuiniin Section .. ................................................................... 18 Power Free* Section..................................................................... IS ` Public Utilities Section Bobber Section................... ........................................... Textile Section ...... ................... ............ ........ Traffic Section...... .................. ............................. Wood ftodaefe Section................................................. Farm Safety.............. ................................. ................ Home. Safety............ ........ .................. School and College Session*................... ........... . Psychology Yon Can Us* (Early Morning Sseslcmij, FBXCES OF EXTRA COPIES OF INDIVIDUAL VOLUMES Tr. itU* TO MEMBERS t Uffcvpiei lotopftopiet too to 999 copies laooarmore le itna 14 pap*--$ jo ca. % **S * *4 to 48 pago- J5 " to ,( Ps- .55 ` * over 96 page*-' 1 45 Complete set of Tnamiom (*g volume*}-- * J5- 9 -5 90 45 NON'UKUBER prim are double Member price*. B S tJ S S S S B S S Construction Section Executive Committee 1947-48 General Chairman--FEANX. J. CRANDELL, Liberty Mutual lanzuee Co.. BoMoa, Mu. fie*-General Chairman--OTTO S. HOLMSKOC( Eaplayra Mutual Liability Iokhdcc Co, Milwaukee. Wit. Secretary--HARRY J. KIRK, Associated General Cootractor* of America, Washington, D. C. Publicity Committee-JOSEPH A. DeLUCA (Vfce-Cfaairaaa for Publicity and Newsletter Editor), . L da Pont de Nemours Ic Go., Inc, Wilmington. Od; HAROLD M. Me. KEEVER. Road* and Streets. Chicago. nj_; MISS OLIVE E. POTTER, Contractor* and Monthly. New York, N. 4 H. W. RICHARDSON, Ceattruafcm Methods. New York. N. Y4 VINCENT B. SMITH, Engineering News Record, Chicago, UL; WIL LIAM E. WOODRUFF, The Constructor, Associated General Contractors of America, Washington, D. C. Program Committee--FLOYD E. FRAZIER (ViceCuitiBu Cor Program). National Surety Carp., New York. N. Y4 C. H. BLACK, Stone Sc Webster Engineering Corp^ Boston, Mm; E. A- BLANPZED. Kansas City Bridge Co^ Kansas City, M04 J- H. DOWNEE. Talboc k Meier, Inc. Detroit, Michd N. B. O'CONNELL, Turner Construction Co^ Boston, Mam; H. A. RADZIKOWSKL Public Roads Administration. Washington. D. C. Engineering CommitteesAMUEL R. BISHOP (Vice-Chairman for Engineering), New York. N. Y.; R. A. BECKWITH, Koehxing Ql. Milwaukee, Win; WALTER J. BYRNE, Con suiting Engineer, New York. N. \-j VIRGIL E. GUNLOCK. Dept, of Subways and Superhighways. City of Chicago. Chitagn. UL; RICHARD KOSS, Koss Construction Co,. Des Moines, Ia^ JOHN P. SOULT, Frain-Colnon Contracting Co, St. Louis. Mo.. Membership Committee--HAROLD E. SNEED (Vice-Oiaizuun for.`Membership), DeWalt. Inc. Lancaster. P14&M. CAHILL. Massman Gonstntakm Co^ Kansas City, M04 LEX DEARDORF, W. L. Johnson k Sons Cex. HkksvtUe, Ohio; RAY HAHN, Allegheny Asphalt Sc Paving Co.. Pittsburgh. Pad R. J. HENDERSHOTT, Aaodated General Coo* tractors of Minnesota. Minneapolis, tftw- ENCDweamc Socomxs and National Amdoatsow RsmsewTAxxvzsr American Association of Stale Highway Ofkals~0. F. GOETZ, Tmntwn Dept, of Highways & Public Works, Nashville. Tens. American Institute of ArchitectsSMtUEL. R. BISHOP, New York. N. Y. American Society of Chit Efigineers-ALFRED T. CIASSETT. W. J. Barney Corp* New Power Crane end Shovel Association--H. LICHTENBERC, Koehxing Co., Milwaukee, Wts. Mixer Manufacturers Bureau of Associated General Contractors of America--E. H. LIGHTENBERG, Koehring Co, Milwaukee, Wis. Advisory Committce-UA>YD A- BLANCHARD. Federal Safety Council, WmHngtna. D. Cl EDGAR N. GOLDSTINE, Consulting Safety Engineer. San Francisco, CaL; GERARD O. GRIFFIN, Dnvo Corp., Pituburgh, P*4 RAY J. RE1GELUTH, New Haven Trap Rock Cc New Haven. Conn. Staff Representative-ROBERT L MOORE. National Safety CotrncO. SO N. Wacko- Drive. Chicago, UL PaB General Chairman 4 Construction Section 5 TUESDAY AFTERNOON SESSION October 7, 1947 trending: Kxom A. BuNOUura, Ciiicf. Stefex, Dir., Cerpt of Eogiimn. Wuhington. D. C. Tb Chapter of Accidents By N. B. O'CONNELL Gnmnral Superintendent, Turner Construction Company Time who build buildings can testify that the chapter of accidents in our business is a long and expensive one. Billy Muldoon was bora and raised in a small New England mill town. He *"***** bis high school course *t had hopes of go- isg to college, but he hod to befp out at borne; so be got a job at the local min. By the time the atnstzuctioa of the big new addition to the factory got andaway a few years Kata', Billy Muldoon was alreidy hap pily married and the Esther of two fine chil dren. Attracted by the high construction wages and the stories of big take-home pay, be quit his factory job, got himself a laborer's card and wait to work for the contractor. Billy was strong and quick to learn and it was not long before be was a pusher in the stripping gang. January 16. 9945 was a gray winter day with snow in the air and a brisk west wind scurrying through the bleak skeleton struc ture. BQly Muldoon stood on the filth Boor, la charge of hoisting large form and was about to book one on wha a gust of wind blew the cable hook beyond his reach. He leaned oat: the pend, unbalanced by tbe wind, toppled against him and pushed overboard to tbe frozen ground sixty feet be low. For days be was on the critical list- Then it became trident that bis rugged Irish con stitution, aided by fa vast prayer and com petent medical attention. sms going to pre vail over a list of injuria which mdtided ten fractured ribs, a fractured pelvis, frac ture of three transverse processes and a am* ptAiou fracture of a lumbar vertebra, to ay celling of a punctured diaphragm and Injury to tbe gcaito urinary tract. By April be was oat ot the hospital wearing a spinal team and walking with tbe aid of a lad, fay July, be. was buck on the job doing Bghr work. Boc he ted to give up bis job with tbe oaOsctor, esuki sot keep his end up at the mill. and. finally.'his parish rector had to make a place Cor him working around the church. Billy Muldoon is still in hit thittio. His fall has had a tragic effect not only on his life but on the lives of hi* wife and children. Hjalmar Fkedoiekson was 5ft yean old when his useful days as a journeyman car penter came to an abrupt end. When be first tame to this country, be worked on building construction because an bis friends woe in that fine. He was a good mechanic, loved bis trade but bated intensely working as a "wood butcher" on concrete forms. Not long after he married, be put tbe family savings into a little carpenter shop. But the war came on with its restrictions on lumber. Hjalmar had to go bade to working on buildings. He hated tbe work, but those war plant consmictian jobs paid well. It was while placing tbe forms tor a fill on top of a new type of sound absorbent in sulating too! tile tKat Hjalmar net his mis fortune. One of the tiles broke under bis weight and be foil a* feet to tbe concrete Boor below. Tbe doctor cafled it *"1 comminuted fracture of tbe right humerus'* and stated that there was some indlatioo of injury to tbe spine. There was not much tbe doctors could do and. as time wait on. Hjalmar suffered almost constant pain in tbe nln- nerve, which t understand it tbe one which gives tbe ""funny bone" sensation. Hjalmar's wife got herself a job soon after the accident, for they bad obligations which could not be met by compensation checks. Hjalmar catches odd jobs when be can, but be is not good for muds, and tbe doctors deem him toolly dis abled. It is just a sort of slow, living doth. Patsy Moreno was an Italian Immigrant many year* ago. He came over with bis Esther while be was still a young boy. They settled In a mil New England town .^yftb his fatha's relatives who worked on tbe forge estates In the neighborhood. As was generally the rule, Patsy was one of a lugs 6 35th National Safety Congress* 1947 family, and. as soon as he tad mtisfied the school requirements, he went to work with his father. Patsy's uodt worked in the city and made good money as a cement finisher. So when Patsy married, the couple moved to the dty, and Patsy went to work with his unde as a helper. In doe tune he learned the trade and. through bis unde's influence got a cement finisher's card in the union. Happy yean Sallowed far Patsy and Marla, his wife. They had seven kids, and they were determined to give them a good start in life. Their youngest was born when Patsy was 45; and as is so often the case; he was the pride and joy of ids parents, and they had high hopes tor him. Frankie was in first year high school when the news oC his father's injury rocked the Moreno household. Patsy bad been working oa a new bunding that was going to- play an important part in the war dbre aa far as planes were cooconed. He was on a scaffold patching the walls of a high concrete shaft. Men were working at the top of the shaft some forty feet above him. They were mooring ft x 10 timbers widdi the shaft and which had farmed the frameweak for a canvas weather protection. About go feet below was a plank deck which served as what seemed to be a substantial protection for Patsy and his partner. Besides, the men as the top knew that the cement finishes were working below and they were being extra careful. How the 8 x to got loose, no one seems to knowr but it did and it took the overbead protection with it. Patsy was omadoos for the moat part, but he suffered severe shock, a brain concussion and multiple bruises on the back and chest. He was out of the hospital in so days and returned to work feeling okay except far a pain In the bead. He tried to get op 00 a rwo-fooe high scaffold. but he shook so badly that be bad to be helped down.`He tried it again a few days later bat with the --y re sult, and. in the meantime, the pain in hk head became none. There has been tome mention of malingering, but the fact remains that Patsy has never been able to work tines his accident, and he was a good worker before then. He bis grows morose and has lost Inmost even in Praakfe. He sits and broods bouts oa end. This is the tomw side of our chapter, and It paints a picture that is at once touching and unprestivc. Being at heart a romanticist, the construction man is deeply moved by such accidents, for be recognises tint it could just as readily be he. A ware of caution swops over the job aim aa accident; and a jittery, nerrous auntmphcrc pervada the akr. Yen often the men knock off of their own uefition and take the rest of the day. If only the awareness of iwpr and cm iriouanm of aoridoc pn-ihiltfei fat are apparent oa a job the fast day blnfag a bad accident could be usomisti. it msti seem tbat the pain and retiering ti tins In jured ones would not be ikety in min But the posh and drive and eadmnt at the job soon dim the memory ef % fifed dooa lying pale on the warn me the means * Hjalmar Ficdeifaoo as they carried him off in the stretcher. Although most of as whe buff* sriff adoto tt me mail not be happy in any ashes f~*Ar still we work far prefa and we get a nal kick oat of hearing the OM onto. The .teonwale pbaaes of oar dmpm onw be neglected or minimized far they play a mare important part la our bariums them mn 1 of us recognise. Many of ns in the frU here the erroneous though comlutmg Ircfing that the company carries insurance; that, true. we must exercise care to avoid xivVai has then actidents do happen, and llihnngti we hate to see anyone bon. we know that after we get the Injured workman off the jab. the insurance company will do the mt As far cost. wtU, that's why we pay the insurance premiums. It just --chat the insurance company will not make as much money as they otherwise would. This is a common lay belief, bat norhiog could be farther from the truth. Let as ex amine the economic aspects of oar three cases U> see what the biSs amount to and who pays than. Billy' Muldcon's case was not uvmly ex. iimvo Whaa you wnfahr how badly hart he was. His cam cost in compensation. med ical expense and Indemnity about $5poo. Patsy Moreno's asc, became of the necro logical condition that developed from what appeared to be minor injuries, vriS probably .be ioog drawn out and is Iwimt to cost about 97400. Hjalmar Fndoidan, you will remember, was deemed, totally disabled, and the final outcome of this arse is ex pected to reads Iitsoo. A grand total of $15,000 for the three cases! A fat of money Construction Section. 7 even if you haven't got itl This Is real mooey -cash money--and the greater pan oC It k paid out to pur three injured cootriuctioa workers- Not bad. you my! Let us m. fully Mukfooa gets a cash settlement of $000 after receiving $1,000 in compcxnatkm payments. But when be was hurt, he was earning at the rate of {Go a week: now he's gating $*&. Billy h in his thirties and prob ably bad so good yean ahead. Aswumng that he would average f$o a week, be could have earned $*5,000 more than hh most opdnkk prospects now lodiale. No bargains toe far Billy-- potential km of 9*1,000. In the hay Moreno case, there was a final lamp (am tmlewimt of 91400. fttsy wm 58 when the timber fed oa him. and he was mining at the rate of 95n per week, and limn were good. Aauunisg he could have worked until he was 6$, he could have earned 9^o& With his compensation ha gee firnou. So U looks as if hn autimd a poccuual loss of $14,000. Hjahoar fredcriefaoq has received $5400 to dun, aod it k cMimated that the case wot to retried for $5,000 more. Hjalmar was camrag 970 a week when be feU mid, be was 5$ ton old. Assuming a spadty to ora $33 i seek mud 65, be could hare earned $*50100. Potentially, hk lorn is 915400. A grand total potential loss of *wvnbg opacity orimated to be $50400 for three iveage cmtrocrioa wuckcal What about the real ants paid oat by the insurance company which, for the three cases, amounted to about $*3,000, end which, ac cording to popular belief simply amount to a credit to the Inti luck** side of the to* mraocc ledger?- We aO know that we pay in pmnin-- a percentage of our payroll* to reimburse the iisuama cania for hk risk, and mmc ef us know riot that pereauge veris gotcraBy directly as the number of itrittott in our industry and particularly, as our own individual strident opaiepce. The varia tions are often abrupt and attentive. Patsy Morenoa accident, for example; an 8 per cent difference in the cootnciovk pro* wion far a period of three yore. Depending oa the ties of the risk, the nwowtor might wtfl pay the total cost of thh and pamshfy mmc; , If the employer would only leocgniac that as far as unmance goes, be k ge*wg 'noth ing" far nothing; chat he b paying the fall can of all hk accidents, plus the operating casts of hk insurer for doing the (fifty work for him; (to a bod acrirtroa experience k reflected In hk riiirnin 1 ami --mO com him a job in competition, p--hoy* it* thought would take root and ffowu that muocy spent far safety precautions and safety crfncidon might weti be good round boring* sad ssigbt even reap some real profit. Th Induriosof Safety In Job Planning By OTTO HOLMSEOG Senior CoastnscOoa Engineer. Employers Mutual Liability In*. Co. Explanations The cootzaaor. through experience, has quite cwwfa k x mictj oa frequently bdp fa job pfenning by giving useful advice. Often, boweiti, the contractor twuxur* scrprical and feeb that a safety "f1"*"' on the job k a nuisance and that be k toe critical m hk job analyris. The roprrtolemimt. bring of the pfenning ai you go ikog type and asually having all bk plans la hk bead, h convinced that action. ttVwgh sometimes hasty, wiU more thn offset carefol phoning. The safety engineer, a practical construction engineer, is rrf considerate of both the contractor's ml the aperinttsdent's problems. Using several. ..eat ef approach, some good and some bed. be has learned bow to get cooperation. Thus be has succeeded fa idling "Safety in Job Pfenning." Now If we, as well as our contractor and superinteodatt triemfc, can lam a leans from the following three skits, the jobs, no doubt, will bendh. The same charades* win take part m the three problems, sad a dfamwfog will follow each skit. (Sketches aod photos lefaicd to have net been fadaded ia these skits, but aie.cn file in library of National Safety ConariL) ; Vjf. T|g;;y! 35th National Safety Congress, 1947 No. 1. Planning th Um of a Small Concrete Mixing Plan! CAST OF CHARACTERS: Cast of Character*: a) Ml F. A. Kwonc, Prerident of the Ni.t Construction Company, known u "Mr. Rhone" (General Superintaidcot, ScLcrr-OnxA Go.) b) Me. Al. Waikeh. General Superintend* ent of the NAG. Constructioa Com pany. known as "AL** (General Superin tendent. Hunzmger -Construction Co.) c) Ml F. J. CMASnrn. Safety Engineer. Casualty Insurance Co. known as "Frank'*. (Ass't. Vtce-pret, liberty Mutual Ins. Co.) Locate: Contractor's field office of the US.C. Constructioa Company. located at the job site, which is a new addition to tbe Font Port Electric Company's power station at Fort Port. COinois. Progress: Tbe eccavatioo, which is now in progress, is sublet. Carpenters axe vrang up form panels 'tor footings and for concrete foundation walls. The concrete mixing plant will be located on an empty lot along rail road tracks and about a mile boas the proj ect. Concrete will be transported io'radvmix trades. Time: epoo ta.- October ?. 1947 -- Mr. Rhone, who arrived on tbe job about 8:jo tn, has finished lookiing over the mail ami made several tdephooe calls. He has called in Al--who happened to pass by tbe office. They ate dtacummg some job items when Frank is announced. Mr. Rhone ads Frank to come in, and says: MR. RHONE: Frank, fta glad to see you. You know Ah of axme FRANfc How an you. Mr. Kbdoe. Sun I know AL MR, RHONE: What's on your Frank, this early in the morning? FRANK: Since this is my first visit to *k job, Fd like to cake a look at your (dans and sperifiratioos. Now perhaps At will tell me about his plans of procedure. AL: Sun. lU be glad to. MR, RHONE: Since you arc here and we wen dimming some job procedures, you might as well sic in, and If you have any good ideas for preventing accidents and trw juries, ktk ban them. Let me sec; Al, where were we, when Frank came in? AL: We had just began to talk about the mixing plant. MR. RHONE: (directing his remarks to Frank) You know, we can't buy ready-mix concrete in this town, so we have to set up oar own plant. I've rented a piece of prop erty along an minnfr Central railroad spur, about a mile from here. Tbe caneot will come in by railroad car. and sand and gravel will be trucked in from Jones Sand and Gravel Plant about 6 miles out of town. Well have to use our owe water tank, which we have placed on a truck. Tberek a cor duroy read ou the south ride of this prop erty running right up to the railroad trades, which we intend to use. Al, you have pretty well In mind how you intend to lay out this little job. Let's bar it. AL: WeO. my idea Is to place tbe mixing plant at tbe sombeasr corns of this lot, so that the ready-mix tracks can eaxdy get to it and the cement can be unloaded right onto'the platform! WeU me our wii mod gravel hopper and tbe P-y> mane. figured to place tbe P-js just north of tbe hopper, and with the mad and gravel piles within easy reach, we should have a pretty smoothly operating plant. FRANK: If I place h property cut reedy, it is located about a nile south of here sod tbe mod and gravel plant is about fi miles south of there? . AL: That's right. MR. RHONE: As tar as I can see, your plans sound OK. but I don't think Frank got your idea. So why don't you roughly by it out ou this piece of papa and explain it as you go along, AL: (Sketches the layout and talks at tbe same rime. See Sketch Ut) Well, here is Fairfax Rotd running north and south. Tbe job is a mile up way, and tbe mod and pawl plant it 6 to 8 miles south. This is tbe dead mid road running east op to tbe railroad spur, and this is tbe property. Now I intend so place tbe mixer and the hopper Bke this, with the concrete chute Caring sh road aa the moth ride. Tbe ermrat bags will be iwlmW hoc on the west side of the platform, and X n*--<i to build a roof over tbe tsrarnr Tbe --and gravel, as I told you before, will be placed in this ana within easy reach of tbe crane. Now, that's all there is to it. MR. RHONE: (Has not been following Al's description. Now looks up and myntng Construction Section 9 toward Frank says) Frank, what do you think of it? FRANK: It sounds good to me. But Al, win you now show me ou this sketch your routing of trucks coming and going? road. FRANK: La's mark those points A, B and C. Now I don't know wheths you'll have any can parked on Fairfax Read near the corner, but if you do, they would obstruct AL: (Evidently has not paid too much auemioa to the traffic problem) (Sse Sketch vision for Incoming and outgoing truck*. AL: There ate several an parked there t) WeO. you ask me the most afaarrasring questions. In most cases we la tbe drivers right now, but IH stop that and put up "No Parking" signs. FRANK: La's mark It (D) so we remem use their own judgment, but here goes. The sand and gravel trucks come in bon the soath and turn right into our road. In order ber it. That seems to uke rare of the hazards oa the main road. AL: Wait a minute: The Southeast corner to damp their lends easily, they had better of tbe two roads is very sharp and the ditch turn right octo this empty lot and *>* ImA up acrom the road and up u> fo-rr piles. The sand trucks ran back up here, and the gravel trucks there. After unloading they can turn out onto Fairfax Road and go' south hack Is the pit. (See Sketch 11) The is quite deep. If any of the trucks cut that corner too sharply, they may fatwf hi tbe ditch. I'd better put in a few posts along that corner. FRANK: That's fine 111 mark that (E) and now let's get in on the ttderoaxL You nsdy-ah tracks men horn tbe north 00 Fairfax Road and make a left turn 00to our read and then cam tight onto tbe empty lot and beck up to the mixer. Is going to tbe job. tbae tracks can go ttnughi out to Fairfax Road. know, AL I don't like that backing-la burincm, especially where they have to back acrom the road. Can't you do something about that? AL: No. I don't see how we can do any better on that. MR. RHONE: t don't know. Al, if aQ that traffic at the owner is so good. We must , FRANK: WeO. la's oociioae marking tbe hararrfs. At these points we may have colli- remember that there are other cars ou the rood besides ooa. What do you think. Frank? FRANK: 1 think you've got something rions before aggregate and ready.mix tracks. Also, tbe crock drivers can't see whether mo* arc (heir tracks these. That croering is a bed one. Fofaapa we ran do somtihlng about it. What do you say. AL if we try to analyze for possible hazards and then see If we can't *timtw them, AL: OR wkh me. but let's get going on it boause Fre a half don men out tbae now dealing and gating ready. I itould run out these In a few MR. RHONE: (gating ready to leave) You two work k oot, ud whatever you agree on is OR with me. lb gwg out ml wfO you provide a signal man. m mark those points F, G, H and L AL: I hadn't figured ou a signal man. Tbe need for a man that depends entirely 00 hbw fast the tracks come in. Also, we won't be pouring concrete ray day. I thfrifc m watch thkt and determine later what action to take. FRANK: WeU leave that problem in your hands then. That, X believe; takes care of all tbe traffic hazards. So la's get over to the crane. As you law it laid out. the crane be beck in to or 15 sslnutra. FRANK: (offier* Al a cigarette, lights it for him, and thou my*) Left look at your sketch aad mark tbe buard points, where we think accidents cut happen. (See sketch 111) AL: WeD, there are several traffic hazards ou the --! road where our trucks vriQ tore will have to make more than a go* swing, and at oae time or another, irmrrn: win be under the boom or under the ddL I suppose you'll instruct the not u> swing until tbe area is dear, and t suppose joule figuring 00 a roof ova- the platform to protect tbe men working on tbe platform in or ODtne out. FRANK: AH right, hoe's oae point (A) where your rrady-mbe trucks tarn in onto your read, and here is another point (C) where they will tore out.'. AL: And here it one point (B) where tbe sand and grant tracks tnm out an tbe main from falling graveL AL: lU ccU tbe operator, but some or other 00 doubt someone will be in tm area and we can't stop unloading because some damn fool walks through. That applies mea ly to risitata. Bat well try to keep them out. FRANK:. Anyway, will you put up some 10 35tk Notional Safety Congress, 1947 "Keep Out*' signs around the crane? 1 have tome m my car and IU bring than over. AL: OK. FRANK: Are you still using that old fellow on the crane--that fellow you had last year? AL: You mean 'f ed. Yea, he's still with us. FRANK: Yes, 1 believe that's bis same. You know, 1 htfc you should have him examined by your doctor. Last year be had a very dose call when he didn't see the rig* nal clearly. I think he needs glasses. AL: You'd better talk to Mr. Kbooe about that. FRANK: How about guard railings on the platform and a good ladder up to the hop per? AL: Railings will be on. 'that's standard with us, and we use an lion ladder up to the top of the hopper. FRANK: Don't you think we have covered just about everything now? AL: Yes. I think we have. FRANK: Now the question is, "How are we going to eliminate those hazards we have marked on your sketch?" (See Sketch tU) AL You know, as we've been talking here. I've been thinking. How would this be? (See Sketch IT) Our ready-mix trucks can make a right turn a block north of the mix ing plant, turd left on the next street going south, and then turn left again on the street leading Into our dead-end road. Both Fairfax and the next road are arterial streets with stop signs on all side streets. So that would work xweO. The aggregate trucks can come up oo Fairfax Road, turn right on' our road. From there on. we would still bave the backing up hazards, but we just can't gat rid of all of them. In leaving, these trucks can turn right and go around a couple of blocks, where there is no traffic to speak of. FRANK: Now you're talking, Al. By chang ing the routing you will eliminate the haz ards on Fairfu Road, but we stiU have the backing up hazards. Now if you could only have a man available to direct the driven when they bade across your road, you'd be all set. AL: 1 need a straw boas or someone to be in charge there. Maybe that can be one of bis duties. Well ask Mr. Rhone. MR. RHONE: {returning) Weil, bave you (wo come to an agreement yet? FRANK: Yes. Mr. Rhone, we have. We lo cated a few possible hazards, and Al has changed bis plans a bit so that most of (ban have been eliminated. AL: (to Mr. Kbooe) 'f think 111 need a , man at the mixing plant who can sort of lake charge down (hoe. ISow would George be? He's an aS-nxmd handy man and could make any repain Decenary. MR. RHONE: George U fixing the P. tc H-, but he should be through in a few days. You can have hiTM that. AL: That's fine, t know he'll watch the trucks when they back across the nai MR. RHONE: Lot me see your sketch. (Pause). I ifiitik that you on eliminate the of the trucks across the road. AL The sand trucks can follow the ditch up this way. (See Sketch W) and back into the pile. When the driver fan dumped his load, he can drive out the sune way. The gravel trucks can come down a little farther and bed; up to the gravel pile in a similar way. Do yon think that that win work, Al? Have you got awgb room Far the trucks- to back up the way 1 pointed out. AL: X don't know, Mr. Kbooe. Perhaps it can be worked oat. but it depends on how targe the stockpiles have to be! MR RHONE: With the nod and gravel pit only < miles away and the largest con crete poor only SB cubic yards, 1 should think that we osold get by with minimum stockpoo. AL` m figure out how much sand and gravel well have to bave on hand, and than 111 try to uniip the pQes ao that well have enough mows for (be trucks. FRANK: Time Himlimv* the trad: hazards. X if you couldn't do something like chat with the ready-mix tracks too, Al? AL: WeD--let me see. If we have solid bearing, the oooexete trucks can drive out on the lot to the south and that make a swing so the mixing plant. (See Sketch T-) They will then faae west and tsa drive straight out. MR. RHONE: It's about time we get back to work now, 1 think a dbcuzrioa like this belps considerably in cutting out some of pur problos and thanks a lot, Frank, fat giving us some ideas. (At this point Mr. Rhone. Al and Frank are preparing to leave--picking up papen. agamies, pipes, cse.) FRANK: By the way, Al, wouldn't it be a good idea to give year man la change at the plans a copy of your sketch so that he can carry oat your ideas beam? Construction Section 11 MR. RHONE: Ask Jack to lay it out for you, and ask him to get a couple of prints FRANK: Thank you, Mr. Rhone and Al, for a most interesting morning. I know we've acceaplhbed what we were after. MR, RHONE: Gome again, Frank, and don't stay away so long. AL: You know, Frank. I've always tried to do all my planning in my bad, but from now on. ill uy using penal and paper. It's so muds easier. No. 2. Concrete Placemen! in High Wall Forme (By mans of a 60-Soot boom and a $4-yard bucket, ready concrete brought is by trucks is being poured into a high wall form. Mr. Crandall, safety engineer, has out on the job and bat analyzed the operations so that be an give constructive suggestions. He has in his own mind established tbe haz ards, what corrective measures should be taken, and also how be should approach the management and supervision. Knowing thTM quite well, be walks into the job office where be finds both Mr. Kbooe and Mr. Al. War- ten, contractor and superintendent ieapcc- lively.) MR. KHONE WcU, Fr--.k,, we've had a pretty good record since ' <. woe here No knc-cime accidents and very few medical esses. We haven't had even one nearly bad accident. So I'm knocking on wood and misting to lock. FRANK: That's fine, and congratulations on a very good-looking job. Tbe housekeep ing is good, yoor foremen are on their too, and they coupe ate very readily. AL you certainly have the foremen well trained. , AL: Thanks. Frank, but I'm cocksure that hen you eome around with compliments you have something on your mind. So let's bave k. FRANK: YouYe a mind reader, AL I do have wetiiln oo my mind. If you and Mr. Rhone can spare a few minutes, we on go over owe at yoar opoations, which in my opinion has several boards. I'm talking about tbe way concrete is bring poured in the high MR. KHONE: But. Frank, we've followed this procedure now for over a week. U seems to be safe, and l know weYe staying below mt estimate. FRANK: You may be right. Mr. Rhone, but may t peine out to you what I observed? As far aa 1 could see. there were no hazards crated by the mew themselves^ Every man is needed whoe be. is now placed. But just the same, they're exposed to several possible hsank Fine, the two lopmen are standing AL: Wait a minute. You taught me a lemon last time and that was to use pencil and paper. So you go ahead and dutch as you ralfc. FRANK: AB right. (See Sketch Tt.) Hexe s tbe high form with a platform on each side and handrails on the outer sides. The crane is placed so that the swing to the point of pouring from the ready-mix truck is ap proximately 45*.' The ready-mix trucks come tn from the south and swing around to die point where the bucket can be filled most easily. At this point tbe truck has to do a little backing up so that tbe chute an reach the bucket. Naturally, you don't want1 to change (be radius of tbe boom. It's easier and quicker to back the trucks. Alta tbe truck is tupiy, the driver circles around and drive* out the same way he came ha. MR. RHONE: I can't see bow we an im prove oo that layout. Can you. Al?. AL: I don't know yet. but Frank has sur prised me before. Go on and show us your bamzds. FRANK: All right. Usually yon have two or three am around the bucket when it is faw'wy filled with concrete. One man. usually directing the chute as the truck it h***<g, U located at "A" This man can be pinched or eras crushed between the rear end of the truck and tbe buckets. One man is planed here at "B.~ and the ground bucket man is at **G." Both these men are in precarious positions in ass a boom failure. Tbe bsdtt man also may be struck by a spinning bucket. On top of tbe forms you have one man stationed at "D" and cue at ".** Both tbe man at "D" and tbe bucket man at *''* may be struck by the swinging bodtee. These are' the five hawtnls. MR. RHONE: For oying out loud, man, we've got to have men working at the points of operation. This {n't a factory where auto matic machines do the week of oca. On con struction jobs some risks moat be taken in order to get the wok done. Why, we have selected those tnen carefully because we know that time operations are Important and one slip oo somebody's past may cost us a lot 12 SSih National Safety Congress, 1947 of moody. FRANK: Wait a minute. I'm not aitidz* mg you. I`m just pointing out that several hazards do exist and that Ai and you, Mr. Rhone, will have to watch them very closely. You know that even the beat men can make a slip. AL: Do you have any better ideas on bow r|ii fn be done? FRANK: No, 1 don't think so, but let's see if we can't work out something together. MR. RHONE: Well, if you're smart enough to eliminate these hazards without increas ing the cost of concrete per cubic yard, 1 thfnk you're on the wrong payroll. (See sketch ray AL: Looking at the sketch. I can see now iiyat the nwn at "D" and "E" could just as well be on the other side of the form away from the crane and bucket. FRANK: There are two of the problems solved. MIL RHONE: Wait a minute. Can the .'perator see the signal man when be is oo (bat side? AL: Well hare to try that but. FRANK: Well, anyway, it's a possible solu tion, and the bucket man. at least, can be on the side opposite the crane. But we still have the three men oo the ground when the bucket is being filled. MR. RHONE: You know, even if you found a solution for that problem. I'd hesi tate to make the change because our present plan worked so smoothly. After aU, we have to put some faith in our men. FRANE: Of course. But even if you don't a change, let's see if something can't be done. Would you lose too much time if the rig made a go* swing instead of the 45* swing it now makes? AL: Of course, ibere'd be a lam of time, but how much 1 don't know. FRANK: What I mean is this: would that loss of ><" be so muds that we couldn't consider it? MR. RHONE: Lei's bear what you have in mind first. FRANK: The crane would on-*~tte from the same spot, but would swint to a 90* jngtr. The trucks would go straight ahead and swing in from the north, so that at the point where the bucket would be filled, the truck would face southeast. If this could be dooe, the three men working around the bucket, truck, and boom amid aft be out side the danger area. The backing of macks would be the bucket could easily be handled from oatride the boost' radios, and the*signal man amid easily be mu from any position outside the boom radius. MR. RHONE: Having the boom rwtng 90* would make the bockft swing sideways considerably more than it does at premia. FRANK That swing amid be reduced by using a tag line controlled by the counter- weight. MR. RHONE: What do you think. AO AL: WcO, it's worth tryiiq; It looks OR on paper, ,and I don't see anything out there that may be in the way. The extra 45* swing shouldn't make so much difference ut the w as to be prohibitive. Who knows, we may get more work out of the ism this way. MR. RHONE:- Although I hate to admit it, I believe you have again given at some thing we can use. Leth cry k, AL AL: OK. bom. No. 3. Stripping of High Wall Fanns (Explanation: Concrete was poured 5 days sgo into a wall section to feet by to feet and 14 inches wide. The - second section was poured 9 days ago. The concrete feu set. and preparations are bring made to more, the fiat Conn section. The superintendent and the -contractor have., iedded on procedure, but the contractor * has begun to think of harards and ha* de cided to call in Frank Crandeft insurance company safery engineer, to see if be has any mggertions. This time Al, the,superintendent has made a layout of procedure (Sit Sketch VIII)1 At this point we find Mr. Rhone; Al Warren, and Frank CraodeQ in Mz. Rhone's ofiee.) MR. RHONE: Frank, this time l`m a Ualc ahead of you. I've asked yon to come hoe because Al and I want yoa to show m bow to move the fim tons panel section on that high wall poor so that we won't hare any accidents. FRANK: You're patting me-on the spot. Mr. Rhone. After aft. I'm just a nfey engi neer. I haven't ran a job to years. There's another thing I'd like to point out In the past we three together have tried to make what I'would call analysis of the locations wbere.acridems may occur, and then to teach rase we're worked out a syston of control Construction Section 13 so that many of the hazards have automat ically been eliminated. If I were to come up to yoa and say bluntly. Ti yon don't move those men from under that boom, you're going to kill somebody some day,** you would pull in within your self mad snihiny would be dooe. I know ibatY true and yon know it.--Or, because the layout of the job requiro the men to be there, you might just laugh at me or tell me to go mind ay own business. However, if I pointed one the at these loadoat and either you, AL or the three of m found a solution tor Urn problems, then you'd ac cept them, and without any comment, the changes woold be made. UR. RHONE: f know, Frank, and this time well see if we cant find those hazard ous locathms and make the changes before re start. By the way, Frank. 00 that fast job, pm remember that we reversed the ready- mix truck route and changed the boom swing boa a 45* to a gs* angle? Weft we finutwd that concrete wall at a ty per cent lower cose than the cost of the previous poors. Now why this happened, I don't know. AL: I think the men worked better and farter when they knew that they woe out of danger. MR. , RHONE: That must be it. I oust think of any other reason. AL will you show Frank your sketch and explain your plans to him? AL: (See Sketch VZtT) Tkls rough dfcctcfa has been node on a nfe at v4 We're made two pans and me new ready to move (be floe ions auiuu toward, the rew where the next poor w{Q be mode. The crane aavd area is on the south side of the tnfl. The north side mot be used. Ha crane will travel center of the farm panel, about a 90* angle bom the dboerton of ha horizontal travd. WcH tne a double ifing with safety any hooka- The ring wiB be hdd in pfece by mousing oa the book. After the panel is loose; the crane operator will nring & free bum the waft. set it down in order to heady it. and tin mere it aboat 15 fast pareBcl with the waft. At that point the men will place it in poddon. connect it to the Cane in place; and brace it. Now, do you have any questions. Frank? FRANK: Yes, how many men will you have mooring bracing and tie rods? AL: Z figured 00 two aacn on the top and two aacn at the hmmii. The two men at the top will more all along the pane! and loosen it with bars. The two men at the bottom will work only at the ends, and I'll instruct them not to more in towards the cmter of the panel. FRANK: b it very hard to pull out the tic rods? AL: No, because we use sleeves, which also act as spreaders. Later, these slews are re moved from a nringstage scaffold and the boles are filled with ancrete. MR. RHONE: As you're asked us to do in the past, the two men on the swingseage will use safety belts with the safety lines hitched to the life lines. FRANK: You seas to hare covered all the points t bad in mind, but let's see now. The panel is loose, and you prepare to move it to its new location. No doubt the crane operator win swing his boom a little away from the waft Will your two men at the bottom guide the pond so that It wont swing? AL: Yes. and tbeyH be doing this with ropes, so that ibeyTl be away titan the danger area around the panel and the hn FRANK: Then you swing into position and place the paneL AL.- Yea. FRANK: WIB you teO me bow yon place it. and what the men do? AL: WcU. I usually use three men at the bottom and one man on the top. Well have blocks on each side at the bottom so rim once the form has been set down it'll be in the correct position. The nsan on the top wm bolt on scabs to the wafers as far down as be can reach, and one man at the bottom will do the same, reaching up. Later one of the men will dixnb np the wales and boh on the rest of the scabs. The bearing will be put on just as this sketch shows. MR. RHONE: 1 remssber an accident we had several jars ago on a job rfm<tT 10 this. Wbes the form was being placed at the bottom, a fellow tried to bar the panel a little away bom the dowels, and just at that moment Jack, (he was the foreman on that job) give the operator a signal to give hn* a little slack in the line. He did so, the pend leaned inward, and the fellow tarring'got his right arm broken between the dowd and the panel. So on this job, if we have to do any moving away bom the dowels, let's use wedga. FRANK: Now, during aft this time the crane is keeping the hitch taut until your 14 35th *National Safety Congress, 1947 bracing ft completed, and then the men on the top walks out on the top platform to on* lock the slingi. AL: That** right. FRANK: Then you move back for the panel section on the other side and place that one in the nme way. Al4 That's right. FRANK: So far a* procedure is concerned, everything seems to have been planned with a high safety factor. Now let's try. if we an, to find those points of hazard. MR. KHONK: I ban one hazard, or let's call it a mistake in procedure. Let me see now (looks at the sketch--and then smiles); No, I'm not going to tell you what 1 see. I want to find out how smart you fellows arc. FRANK: OK, Mr. Khooc. If we find it, yon owe us a dgar apiece. Well, A], the area around the boom and the lift b a danger arcs, and everybody should be kept out of tins area, including the foreman. When fore men examine the panel and the points where it won't loosen, or look at the places where the panel won't fit when it's being placed, they usually disregard the overhead hazards. Do you agree on that, Al? AL: Yes, I do. There are times, though, when it's necessary for a mas to get Into this danger area. However. I'll instruct the fore man to allow only on his instructions. FRANK: Now we come to two items which we bavas'c mentioned., One b the hazard that mam may fall when they're taking off tbe bolts on the tie rods and then again when they're tightening the bolts after the panels have been set and sleeve spreaders and tie rods are in plans. MR. RHONE: There's plenty of room for the fellows to put one leg between the water and the paneL We're suing j'xio* for up rights and fi^xS* wales, aren't we. Al?. AXj Yes. FRANK: Don't you have any safety belts with short safety Iba you can book around the wales, something like a window deans'* belt? The mm ran then *** on tbe water betow and hook tbe brim around the wains at waist line height. Then tbey*ll not only have both hands free, bat also have better - leverage on the wrench. (Sts Photo IXy, MR. RHONE: Al, let's see if we can't fix up a couple of belts for three mm. AL: OK--What's tbe other Item? FRANK: Usually you place the reinforcing rods when only side panel b 'in place, and the fellows tying the rods together stahd on the horizontal ban, putting ooe arm amend either the upright bon or tbe bottomed ban. In- that position they try to tie the ban together (Set Photo X). I'have a pboto here which shows 5 ironworkers using a regular ironworker's belt with a swiveled snap hook fastened to it. They just snap this book onto a horizontal or vertical bar, and then, they can stand and work with both bands free. MR. RHONE: Where can ire get there swiveled snap books, or where can we get tbe whole thing belt and all? FRANK: When I get bade to my nBrr. I'D look it up and all you. AL: What ebe b there that, we should con sider. or u that all, Frank? FRANK: I believe that* alL I don't kaosr how the ground b out tbue. Is it solid enough for the crane to travel oa or should you use macs? AL: Np. the ground is moist thb morning, but it's solid and well p--V and we*re bad a bulldozer grade tbe travel area. FRANK: Mr. Khooc; did .we covre that hazard you -had in mind? MR. RHONE: No, you didn't, and If you two Intended to go ahead oa the baris of your discussion here, I believe rd fire both of you. AL: 1 don't know what we cotdd poalfaly have slipped up oa. FRANK: You mean we've got lo give yon that cigar? (Set Sketch YIU). MR. KHONE: Not only one dgar, bat tiro, one from each of you. You've told how you're going to more and place the form panel oa thb ride and then move and place the panel on the other ride. If you proceed along there lines you're making it hard for yourselves. Reverse tbe procedure; place the panel on the other side first and then the pud on. this side. The operator and all the others out then see what's being done. Simple, bat it? FRANK: Well, 111 be darned. AL: Thb proves that three bends are bet ter than two. 1 think we have an points dor now. HI go out and teU Joe (the foreman) bow to go ahead. The tag lines and the mfety belts I'll take are of mysdf. Thinks, Frank, for coming over. ' FRANK: Don't thank me. It com me a dgar. As soon as 1 gee back to tbe office 111 all in regard to those belts. MR. RHONE: OK. Frank, and don't forget I smoke La Fallna fwfah. Construction Section is Tho Story of a Contractor's Experience BasalHna from an Accident Bt COMMODORE ROBERT C. JOHNSON ' ExkuUt* VIcePrMident. Sieral Contraction Company In the early stages of tbe recess world war, there wa* such a tremendous d*-- for heavy equipment operators that half trained men were often placed in charge of cranes rod other complicated pieces of aiufiliM if In ooe three months* period in 194*. a small nasal Marion la the southern United States cifiatd the lorn of three aanes all from tire am fundamental and well-known ause. All units were ripped ova, became outrig gers were not used, and the supporting ma teria] failed on the !<<< ride. The first accident occurred when an ap prentice operator tried to pick np a load with a steam locomotive crane while the regular operator wa* gone for a lew minutes. The crane was Mandlng on an unballasted ride track, and the ground bad been by several weeks of rain. The outrigger* were not la place. When Jana picked up tbe lead, the track on tbe tended side Waited down and be bore to tbe controls Instead of re- tearing, tbe load. He was buried under the boiler. Tbe crane was a srrak. Two weeks later a young softer was oper ating a crawler crane fas the same area when he made a ride Kft and ripped over. Fortun ately, he was more frightened t-- bare, bat the .crane was oat of operation foe three weeks. In the meantime, tbe * pot on pres sure to obtain delliu j of a dlesef locomotive czarre that had been ordered dating tbe pre vious* summer. When rids arrived, tbe manufacturer sent down an opoadng engi neer to teat It oat and brernct the local operator. The Navy had jmt completed a new tooo foot wharf. bat doe to a shortage of funds bad refold old rails In spite of tbe protest of tbe fool drQ engineer, WhDr the wbazf was trader construction. It bad been imporeiblc to lift oat and pioprely sendee tbe scadonh small beata, so the skfppre was impatiently waiting for the new crane and the new wharf. Unfortunately, they co-joined at the waterfront while tbe tivfl engineer Was absent from the station. After tbe first accident, orders lad been breed to al) tbe teal operated not to make any heavy lifts rnitfl tbe set-op tad been approved. The conjunction of tbe skipper, tbe new crane with foreign operator, and tbe refold rails aD on tbe new wharf at tbe same moment proved fatal. Tbe wait bad been so tong and tbe moment *--so propitious that the skipper naturally asked for a demon* station of bis new toys. Tbe operator being unfamiliar with Navy ways, proud of his machine, and anxious to please, started his Ufa. A split bead on tbe outboard rail gave way and tbe enne meat providentially on its boom and two barges 17 feet below the wharf. Tbe operator reaped from the crane, tbe riipper disappeared from the wharf and tbe dvfl engineer was sent to look at bb $60,000.00 wreck and get h beck on the wharf. Fortunately, the crane wM be rebuilt and was pat in operation ooe month later, when new rails had been laid. Tbe skipper never talked to an operator again. Outriggers would have pre.rented aR three of three useless accidents. After this 'rather dark view of one Navy experience. 1 sroold Uke to paint another pic* tore. Tbe following remarks are a necessary preliminary to the health and mfety record made by 8,000 Sea Here on tbe island of Two Jtma, during the first half of 1<M5. The Sea Bern went Into Iwo Jfma with the Mar ines and imiaeA for ibt months to complete neeesouy construction work. In early amphibious operation* In tbe Sooth Fatific as many as go per cent of tbe Sea Bee personnel had to be evacuated In tbe first few months because of disease and . fatigue. Tbe equipment did not fare any better, due to a fade of spare parts. As a re sult, modi thought went Into tbe advance planning of equipment operation and the preliminary training of onto going to Iwo fiats. Since this was an belated opoatioa to be followed fanmediately by tbe >--nil on Okinawa. St was undostood that no dripping woold be available for replacements of kiw personnel or equipment. Great ---p*-- was placed upon health and mfety. Tbe work to be done mnristed of boQdhig two ftooo foot fighter strip*, two 10000 foot bomber strip* and all auxiliary ippnMwim to boose and service *0,000 men. Tbe follow- 16 35th National Safety Congress 1947 ing is quoted from the History of the Ninth Concrete poured--17/104 cubic yards Naval Construction Brigade: Hot Mix Asphalt placed--705^00 Kjazre "There were no major obstacles to over yards come in the construction of tbe base. As. originally surveyed from tbe air. it was an Penetration Asphalt placed--558.150 square yards ticipated that there would be a considerable Fuel Storage Baflt--tijooojooo gals. amount of rod: excavation. This was not the case as the material was consolidated . volcanic ash that coaid be removed with Fuel Storage lines Bcilt--15 reflet Witff Distilled-- i*,igi,6Do gab.' Welb Drilled--17 units rooters, wnpai, power shovels and similar construction equipment without the ose of explosives. The character of the terrain pre sented no unusual difficulties, apd the sod characteristics were such that construction progressed Caster than anticipated. The only diBcnlty encountered consisted of steam pock ets. Steam would emit from fiauits la the surface without causing any material damage. Once the steam outlet was obstructed by Hooting and Storage balls for--jo/no men. At the peak of operations there were some 650 pieces of equipment being operated, exclusive of jeeps and pasound carriers and at no time did the d^Jhirw. list recced 9 pre cent of tbe totaL Land mines damaged nine tractors and kept them Inoperative for long periods of as spore porta of tbe type required were not'available. paving, water would beta and saturate and Tbe 8/x coostrucrioa personnel were soften the sub-grade^ that canring pavement worked 10 boars a day. seven days a week. In failures. tmdevet boor shifts. Tbe equipment was The primary mlsrion of Iwo was the estab serviced between Tbe highat number lishment of fighter bases and a refueling hose of sick and injured personnel who could not for bombers on their Japanese raids. Con work occured on June apth after four months siderable me was made of the fighter facili without a day ofi. and totaled 144 nfirrn and ties and until tbe ccwitioo of hostilities in men out of 791s. Fifteen per cent of tbe men mid-August, more than s/oao heavy bombers were over 4a years of age, and tbe image (B-rgV) bad used the bomber fields for > age of all men was js. emergency landings.** Tbe total assn days tare doe to rirtnm To gfvc some idea of the comtruction risks, and accidents, bat **tof enemy .action, the foOovring quantities of work completed amounted to a/to man days per i/mo man are lined: boots worked. Tbis it cooadocd an cample Dirt mored~s,iQMoo cubic yards Rode cradled--318.300 tons Roads built--ao miles primary 40 miles secondary otwhar can be done by pfownfof criticslion virion and workers 1 I ham tbe n--iiatifon industry. WEDNESDAY AFTERNOON SESSION October 8, 1947 Prodding: Ixorm A. BLUscmAin, Chief. Safety Dfe, Gotja of rrigtn--*. Wmfafegtam. D. C. How Con Wo Get What W* Hoed When We Need ft? By ABT MATTHIAS SaMy Cocnfinator. Wlarennln Vocational School 3'fl.rn Tbe came of accidental injury has always beet an interesting study to everts In tbe injury prevention field. National Otiirid indicate tbe oases of Injury in two genoal oupsio. One category involve* tbe pertonal factor and tbe ochre the mechanical phases of industry. The division of tbe two in fignro. reveal that personal causes are nspowTib for approximately St per cent of all accidents, and tbe rat'cfmihal oases for approximately is per cent of aO aeddeata. We who function In tbe field of hnaus rriariomhips in indust ly y>n* tbeae dS* visions as authentic and do not canton them, bat we are also aware of tbe fact that ma chinery does not guard itself, dfidxs do net drew tbe indiridnaj, nor .do lights etc. attach Construction Stetson 17 tbeasefves to tbs ceiling without human in genuity, therefore it becomes necessary to accept tbe ffasltengr that accidental injury causes are yl per cent human failure and probably a per cent an ad of God. A state ment of this kind can be contested, hat some where in tbe accident that earned tbe injury, some human being failed. ThJa evidence has been proved over and over again once tbe accident has been thoroughly analyzed. The Mure may have been on tbe part of top management, tbe Inrrman, the worfcer. or other worker. AH are human however, and the coirctrire tacssmes not be applied at tbe basic cause, or accidents are going to continue. Tbe problem that confronts as top management is to develop oar sapervisoss as teachers, so that they will be able to culti vate human beings as wdl as develop a project from a blueprint. To do this, evuy- suporbor or foenaan must be aware of tbe fundamentals laiUwjd in good teaching. As I see it. there are three t. Understand the human befog. a. Biologically b. SodofogWaHy t. Know tbe rules of good tioriifng and be able to apply them, 3. Know the metbod df frmh'ag and de velop it to a perfection that never ****- Let ns cooridcr tbe fost bnbama! of the instructional peixi the fonm being. Tbe human being is biologically and wxSnlngkjifty a potential injury. Be is tbe acaafit at a mother -ad father and hes fay heritage ac quired all tbe equipment with which to fit himself into aodety. Be tans ben ban with a mind, fan bas resnt, mnnde. a nnm ay*~ tea, refines, inner dries, ad abflfcy so se ats tmotiouaTfy. He has bn bora with meny id so ihen a time. From tbe day be is bora. Us MilngfaT mechaafoa is being conditioned by Us most sureoundiagp wfckh also tend so make hire a potential injury. Re develop* a peswaHty, certain habits, be is plagued with fatigue, be cultivates instinctive tendencies, attitude* and emotions. AH added together he becomes a challenge to his supervisor or fore man and a constant threat sphst ope mjwnre of relaxation on tbe pert of tbe foreman, as far a* safe predicts are concerned. One thing is retrain, however, sua Is a complicated machine biologically and the . alarming record of acridenal isjury is prob ably due to lack of knowledge by tapervbioo in knowing, Kmiiiii| CDatroOiBg or ship-ing the hl"tw" --We place dllM artfouis to operate a --*-- that bas do miad, no gawd#, no kiwi, no nerves, no loner drives or ramniocn. and then often turn an about face and pcieik. the atom complicated retchine 00 God'S Universe (mao) to be run by any pane who scmm to have administrative (doubtful) qaafida. What a fallacy. Supervisee is mm then an art, is amnt be 1!, it nanst be tawghe and until it is, acridenta are going to happen. Suppose wo fiat jest a Sew of tbe more com mon tnsetoen of mnn which may be fitted into tbe aafery |-y-- There is not an Uridnl afire who does oat poreere the fofknriag 10 some degree. 1. Amhiring. L llaqiansibDitf $. Mfr 4. Good *9 1 Utp'wfafiw 7. Sdf-fiouuUw It wstm hiw ttias, ikn the qatslus nire re 10 whet we as bunts an do to cnksvnte them to advantage. There are sassy things we can da if only tbe vmphatls b phai wheat it fosll rightfully be. Ooe coadd ga on and on in edging ways to cold- sate man's Ireeimu. Tbe following are bait a few ai|x< s iiaa ta tEracrico. Urges--Instincts--Tendencies t. Ambition RaptnribUlcy Bow So Qritfrate 1. Rewards c. Bonn 3. Cash 4. Prims 5. Tom t. Amiga important jobs Safety drives Help tbe other leQovr cn safety 18 55th National Safety Congress, 1947 3. Competition 4. Pride ` 5. Good Will 6. Sdf-preservation 7- Urge to Follow 8. Fear t. Safety contests 1. Certificate awards a. Pat on the back 3. -Articles in plant paper 4/ Credit for good woric 5. Recognition t. Importance of other fellow a- Treat him as you would be treated 3. Fit him into the other feQow's (date. 1. Show dangers to him when he commits unsafe acts 3. Have him try to tie shoe with ooe hand 3, See with ooe eye 4. Be sincere--don't joke 1. Sa a good safety example a. Train property 3. Be daart-frir t. Tell about plant nfecy recced t. Follows rules be will be uic 3. Come to you for help Rules of T*eA/ng--Safety can ooijr be ac complished by learning and all learning k acquired by good teaching. To do a good Job of teaching, the rule* of the mutt be understood and applied. What are these rates that are so important? Suppose we list them in their proper sequence: t. Readina t. Attention a. Interest $. Desire 4. Make It easy 3. Effect f. Commend (good) a. Critical (bad) 3. Commend again 3. Repetition t. Establish habit Alt foremen are teachers, and ft becomes essential as teachers to make the taws of learning a part of his mental makeup. Each time he instructs a worker in a new opera* tion the application of these simple rales must express themselves with a minimum of conscious effort. Failure to attain the four fadon under the readiness rale, or any ooe of the four, results in a poor job of teaching and possible injury. The effect rule is the application of human relations to the teach* ing function and unless there are cultivated the teaching effort k useless, if habit is not established by repetition then all is lost. Horn to TVoch--This k the next function the foreman mutt be capcst In If be k to succeed and accomplish a good take? record. Alta all there is an are wsddDf with good teaching.. Fundamentally It is baaed am three boon: t. Analysis a. What and How To Teach It t. Instnictioa a. The Actual Teaching Routine 3. Supervision a. Follow-up -- Chech Suppose we consider analysis to begin with. What factors are involved certainty fc the fir* essential. The following are bat the major ones in any program, 1. Division of job or operation to be taught 2. How to spot hazards 3. How to spot unsafe or unbealihfut working conditions 4. How these facton. "g" and "CT, can best be included in job instruction. Analysis of the mechanical phases of a job which are to be presented to a wmfcer are important to accomplish a satisfactory safety record. Foremen must be taught how ta make an analysis of an operation in aider to become an effdent teacbm Analysis of the job to be taught is uuntht so a of presentation can be accomplished later. Construction Section 19 instruction--How to present the material ia the analysis is the next step is the teach ing process. No foreman is a bom teacher and certainly must be uugbt by top man agement bow to teach others. The four step method which follows is an old technique and yet an effective ooe. A.Preparation 1. Prepare subject matter a. Prepare j. Prepare the worker a. Put wotker at ease b. Find out what be know* c. Develop interest d. Position properly ff. Prevents riosi , 1. mental habit pattern A. t. Do the job--tell--show~ tWlWluf a. Step by step P Straa key points 4. Worker listens and observes B. t. Do the job--wotker does telling *. Correa mittifces j. Stress key points C. Practice the job--appligtioo a. Establish muscular habit, pattern A. i. Worker does job-foreman tdls a. Stress key points 3. Correct errors j, Ettahthh habit--coordinate mind and mtzsde B.' >. Worfcras do job-teO--show --fflustrate a. Step by step j. Stresses key points 4. Potman qiuiilmw rnrmii p Contimva until foreman know* worker knows D.Put learner to week follow op 1. She of job *. Accuracy fiat speed later 3. Who to go to fachdp where to find 4. Supervise How to instruct most be included in every training program for administrative person* nd. The four step method of instruction has been accepted as the only effective technique for the *htwg of mwtiunlnf skins. It is a combination of aB the Caching method* used. The method must be taught to fore men sa th Us use requires no stimulated mental effort. The valoe of it must be stressed continually so that its use wiQ tend to be Safety of the worker mutt always be inrfnded as a key poire in the four step method- ffupcwttfon--The third phase of teaching, of (huik. is sopervkkm. That is the ftni check or examination. and the msinraining of human relationships which wiQ not re sult in accidental injury. The subject of su pervision would entail many boon to present. The ait of supervision must again be taught. A good supervisor k ooe who k able to put the workers heart in the right place and keep it there by exercising the fundamentals of good human relationship* and in thh way accomplish: 1. Quality a. Quantity j. Low Cast 4. Good human relations 5. Meet schedules and above ail -- Safe Practice -- A Construction Training Program in Operation BT ROBERT A HYDE Safety Director, Peter Kfewit Soon* Company The following wiS be u outline of Peter Kiewit Sons* Go. Training program; why it came into being-how k wotka-wbat it las irrneipltVt Knowing that modern ooosanccfoa-fe large ly depqvdml upon the performance of con struction machinery, the initial bask of the training program ana devised to promote better understanding of the rare and utilira- tim of oux equipment. We (cd that manu- . frrtnmv build, into all pieces of equipment, a wetsin amount of usefulness and produc tivity. We also know that, if our employees are not fully hwin with the use and main tenance of ***** pfoce of equipment, if they do not know the performance limitations and If they do not know the details of proper servicing and repairing, we are not going to receive from that piece of equipment all the 35th National Safety Congress, 1947 performance the manufacturer built into it. Perhaps it win be well to explain a bit When * DB Tractor had to be brought into about our training program in general, be* the repair depot for a $*50000 overhaul job, fore I go into the workings of out safely juct became tome mechanic did not realise program. the importance ot making a certain adjust* The nucleus of our program has been a meat and because the job superintendent was formal 10-day school session, baaed upon tbe ` not familiar enough with the equipment-- three things I have just mentioned--equip that was a pretty good argument for the o* ment preventive maintenance supervisory tablishmeot of some son of program for training and safety training. The schools were training tbe interested parties in a better on* conducted at our Grand Island, Nebraska. demanding of their jobs. Tbe saving of one Repair Depot. Jim Symoods, our equipment *000.00 tire will pay for a large portion of superintendent, has been responsible for the any training program, and tbe saving of sev arranging and the directing of our training eral hundred dollars in replacing a bearing program. Under his supervision a regular that has been incorrectly lubricated will pay school damans was constructed in one of for more training. the buildings at our Grand Island Depot. Construction machinery is not too pec Comfortable desks, and chain have been automatic. Men must be hired to operate the provided for the students. Blackboard* and equipment. Also, men must be hired to di faculties for displaying charts and are rect other men. Following a parallel line of available. Fluorescent lights provide good reasoning, why then is it not desirable to lighting. A platform was built for the sound coach supervisors in those things that wO] motion picture projection equipment, and enable them to better understand the prob for tbe film strip and slide projectors. We lems of handling the men in their crews, as bare tried to make full usage of all types of well as the machines? Cognizance ot the lim visual aids in our Paining methods. A per itations of human efforts and a more amplde son who sees the wcHtlnp or sppUa- knowledge of the principles of sound super tipa of tbe subject matter being presented, by vising, without a doubt, results in better em meant of scale models, motion pictures, sound ployer-employee relations, higher morale and film strips or slides, is much more ape to greater production. Thus, a study of super remember the subject, and will, in all prob vising methods and techniques was rmri* a ability, obtain a much more complete under part of our training program. standing of it. It has been demonstrated, not Hand in hand, with tbe problem of fall only In Industrial training, bot In military utilization of equipment and complete un and naval training during tbe par, that the derstanding of the problems of men. use of visual aids wlQ turn out better frafofd goat the responsibility of acknowledging the men, and in less time. loss that attends accidents. Equipment in During the winter months of 1946, foor volved in an accident means lose timf, lost 10-day schools were amdooed. ami during money and production slow-down, A January and February of this year we eon- being involved in an accident also meant ducted two more semioas. school ted, tost rime, lost money and production slow as scholars, 15-90 of our key men--fuperin- down. There is a difference, hnwevu. The tcndcota. matter mechanics, cqpoecn. Our machine that has been damaged fl" be re theory is that, if the top men os tbe job axe paired or replaced. A human body n?f has thoroughly aware of all tbe little thfry that been damaged cannot always be repaired, and rofar into dfident production, they wffl in a life can never be replaced. We feel train tom be able to apply this knowledge, and ing In safe construction practices tm entitled to pass It along to Che ftwcnwa sod rob-fcww- to a very important place In our training tum who are working under them. Tbe rwu curriculum, and have included In our pre- came from aU of our opoatiag dtwrkw gram a plan for carrying an intdUgent acci throughout tbe Middle Wot and Mountain dent prevention campaign <0 cvaiy employee States, and from the Woe (W. StmiWw cm einj one of our varied jobs. While Use angle of human luffofrig is, of course, pan- was made prior to the school, so that r*^h ofdistrict could arrange to send a quota met mount, we also stress tbe fact ^ upon a basis-that would not delay or hfawte involving damage to equipment and to prop construction operations. The school day erty can be of vast significance, and can re opened at eight ta Tbe periods were fifty sult in nccdlms waste of money and time. minutes in length, with a ten-minute tweak Construction Section 21 between 4,*a*` Tbe lunch boor was Cross twelve to one, with all the students eating together in a private dining room at the local hotel. This lunch hour proved to be a good fellowship hour, and was very valuable as a medium for better mutual acquaintance ot tbe men in attendance. Afternoon daises terminated at six pas. Thus, you can see that tbe school was no picnic--00 tee days away from home to play around. A typical day's schedule ted the men in their places at eight ul Tbe first five or ten minutes were given to announcements for tbe day and for reviews! of problems or tus- ..{.tud business of the preceding day. Tbe first period might be given to explanation oi the fuel system cm dkxi engines. The en tire group would receive preliminary iafcema- tl<-1 about the subject and me motion pieor ilides, explaining hi derail the funds- - .ah of the systems The irsmit period ft~bt see the group qrfst fate two one-half getting further < Uoo, while tbe ochre set their tends ou the phot of ^sipacst in the shop, making adjmamcncs a *ng the controls, so three wuntd he an 1 mAnttmtiwg ot tte I iron. The third period does changing of. The I lunch might he grim m aiqoe. Tbe wihjoa real proper mevhod ot a lucre _ maod, or with a prmtiqi my mi renting a new woitcr on Us lm%Aijih. aigfcut'beln the dssmmre doming the fun of tbe major pieces of construction equipment that wc use merited some time at the school. Diesel apao, draglines, patrols, moots, bulldozer*, ignition systems, tires and lubrica tion are some of the more important sub jects covered. Mr. Symonds, our equipment superintendent, carried tbe major share of the instructing. He was assisted by some of our district mechanical superintendents and from time to time, when we could obtain tbtir services, by factory experts thoroughly qualified to explain tte workings of (tear products. The students were free at all times to ask questions aad to ask for further ex planation. .found mocioo pictures, slides, charts, blackboard diagrams and working nnMtw Uni hmv interest to tte teaching procedures and were of untold rate* ha driv ing home the itens of ifisrmwii. Each mbject was usually Uhvri by a (esc. or of the crafty oncertamey pets were which ik ousttnss ot 1 damentals of Ignirira tpm ta the fiat two periods of tbe ifkare, rifle the ether section continued with te riy wusBl Mod three --tg* see the sestmre cmhisri oacc again for a stady at jab mtey precrirr, The last two periods vsmrid dtes hr tte serene of tbe fiat two past teeA pumdk 9f Wow ing this 1 were able to break tte a intrecr 1 and without giving tte 1 to become bored. Of emoc ndbiag ttet we are ail human, a the schedule to s Tbe preventive niinscnsnrr pert ot tte course was as areprefcmfse as tte 10-day scssUm would prerait, tnhihhssl subjects re ceived one to five or six periods, depending upon tfiv time acreny to pot acrom the material promoted. In general, all any utter sfiiiPhl firfi te is tiot ways f hmteg the mm 1st his crew. Dissatisfied or fuSIsat workmen estate ly do not contribute to getting tte job done wtfi, and within the cum art time. Accord ingly, wc tried to preamt to tte men attend ing tte school only practical aids tte* would be easy to apply when they iiuiimI m ttefr crews. FQm strips and charts were mad to drive home tbe fact that fun aim cm beeet peedocrieei aad increase the morale of the mm In their crews If Urey ewe a me method of hsndtfof pknnoa; if they arc familiar if they are conscious of the far that, if they display interest in tbe man and fas Us prob lems, be is going to be a tens workman for it. Here. Cite wc and brief ante turn in 22 35th National Safety Congress, 1947 good advantage. The diKoaloa time that followed each of these him strip presentation* permitted the men to bring out their job problems, and enabled us to find satisfac tory answer* which; in aauaJ application, would increase the spirit of job pride, and would be displayed by a spirit of cheerful co operation among the workmen and crews on the various jobs. Job Safety: Please do not think that, be came I mention this subject last, we regard it as the least important subject in our schools. We know that just as we are able to effect a saving in time and money by giving instruction in the care of equipment, so are we able to save time and money by promot ing concern and interest in a good, carefully plsoned safety program. Each of the school senions had several periods devoted to the study of. way* and means of reducing acci dents. Here again we made good use of sound film strips. Some of the most satisfactory re sults were obtained by the use of ordinary x x a slides, showing actual occurrences on our various jobs. We take these slide photos on ordinary jj MM film, mostly in color, as we travel about our respective districts. The men prefer these slides, u they are able to recognise some of our jobs, and at limes see themselves projected on the screen. They are, of course, more familiar with de tails when it is a scene horn one of our own jobs. Slides, too, are more flexible. Subject coverage can be restricted to building con struction. heavy construction, shop work, and so on. The class room periods devoted to safety were conducted in open forum style. The materia] was presented, and the men were free to ask questions, --^ suggestions and to hold a round table discussion. We nude sure that each man thoroughly understood the basic workings of our overall safety program. This program, which we es tablished a year and a half ago with the add of rccDmacndatioDS from our insurance car rier, provides the home office with* a written monthly report from each of our jobs, giving pertinent information as to the types of acci dents, lost time case, etc. Thee reports en able us to prepare district standings; thus, we are able to promote a friendly spirit of competition between the various dheriem, re sulting in better safety records. Each issue of our employee magazine, Klc-ways, carries a full page devoted to job safety. We try to keep all of our employees conscious ot the fact that we have a definite planned program of cSott in accident pzcrauioci. aad that it is to the interest of each individual employee to give complete cooperation at all than. In other words, we try to proem it in terms of. not what we want, but what the woeter wants and what he gets out of it. The hut day of cads school is devoted to a general review and to a compcefamnve writ ten examination in each of the subjects cov ered daring the school Knioa. These exami nation papers are carefully graded aad re turned to the district manager uralct whom the men work. In strict confidence, he dis cuses with each indlridnal his pubraincc in the school, points oat his weak spots, giving saggestfamsfor sernring a better wafer- standing of the subjects la which he appeared deficient. AH dazing the * fe a m feptacd upon these in attendance that it was very im portant. if our program of training was to be effective.tthat they, not only apply the things they learned, bat tbit theyfarealong to other* oa their job the things they so that we could obtain wnrii-- faemfls from (be time and mooey expended for the *** Two ocher phase* of training mood out our efforts in the dlieakra of berau hilnnw.il and better-equipped mpliyw, These are apprenticeship training and the field follow up. In regard to the farmer, we are aO aware ot the fact that, daring the war years, the Dumber of youths entering the various build ing crafts dropped to nearly arm. This meant that the average age of journeymen engaged is the various uwHiiwdaw trades steadily mounted, and that the supply of competent trained men did not increase. The post-war boom found a shortage of skilled mem, and a volume of work that cried out for somebody to do something about it. IF* did. With the cooperation of the Labor Union and the Vocational Training Department of our Pub lic Schools, we mined in the organizing and conducting of training schools for ap prentice bricklayers. Nearly ion young men. most of whom were veterans of the war, ca tered the courses and tagged from the train ing weQ oo the toad to hemming bdl fledged, competent masons. The interne two stowin' course of bricklaying aad ----7 wnk was the equivalent of two yean*' hapfomid trail ing undg the old time apprenticeship train irig methods. The school hss prored that. The men who completed the courses are bow wotking for various contractors in the Omaha area, and are demonstrating* the school was well worthwhile. Construction Section 23 At our Grand island Shops we bavc con ducted two training counts for apprentice, heavy duty mechanics. Operating undg the educational features of (be GI BUI of Rights, - about fifty young men, wbo were chosen to participate in the schools upon the bash of past experience; mechanical aptitude and interview*, entered into the coune of instruction that.'covered all phases of heavy construction equipment miimwmw Part of (be school time was spent in danroom work and part of the time was spent in the shop, (earing down the equipment, --t!-y repairs aad rebuilding. Jicfci maintenance work was stressed as a practical answer 10 ail et our equipmesw the pmihinimi fine, and out of the repair shop At eke dose of the it-weck school, the appemcfac* "r1 to ibeir respective dfatilm and wax 10 week in tbefidd as mechanic helpers. In a lew socae of them men were able tm anume fall mechanic * q-^Whsliiir* The field and follow-up training fa per haps the most important of an. as this fa the place where we find out if the training ma terial is actually being put Into prac tice. Throuj. sf the construction semoo, the jobs ate visit. . 1 checked for the elective; ness of our u.lining along the line, bobo* tinned. By inspecting the equipment, it ran be found whether the equipment preventive suintmance training was driven home. Tix sure way to test the fli rfiimin of the train ing is to glance at the repair cm y*. chinas fonneriy utafasam at rrir mrnuh in tervals may nom go a yosr or msoc before a repair job becomes ncaenary. Evidence of more cheerful cooperation on the job* and efficient production output, which permits jobs to be completed ahead of schedule, fa a sure sign that improved supervinng methods base been responsible for better understand ing between workers and supervisors and management. Fewer accident reports and lower compensation costs are the yardstick lor measuring the success of oar safety pro gram. which iodudm ooostant field promo tion with our film equipment and slides fa all of this worthwhile? Xs all the and bard work that goes arranging a training schedule and the iunh that fa required to prepare effective study -rmllnn worth the effort? Has the favexattt of thousands of dollars which X has mot to conduct sods a program, been wise? The answer fa a great, big. definite yeti It fans hero a good iarefament from the stand point of the financial report--true; but the real investment return, fa in the increased amount of satisfaction that we get out of being in the rotwBructioo business. It's tbe dividend that's In tbe look of triumph oa tbe tsauuttied, grime-covered face of a "Cat5hiar>cr" wbo knows that.he has HAwt a tough operation; it's In the grins oa the fares of the tired coocrece crew wfa> have just completed the last pour on a great building. Yes, it1* worth the time and snowy all right, and there is a return ia imus--buc the real return fa in the increase ta pride and happinem ia tinosaa beings, which cotncs with knowing they have done tbdr job--and have done it vreB. Cootrolhas fe* Mooai Ibw-A Baal Safety lab Sf BBKS. GEM. LEWIS A. PKX IHviricn EbQumoe. Mosood Uire Dniokm, Corps ot Bnijjnssr^ The Corps of Espsms tmeneri a good many yeui ago that as ergMfaol aad coretbluing safety program pays ffvtfrafli In the Missouri River Division no form under way today a uuaprifonsiir flood am* trol and river dcnlijywm project Mcb fa is itself a public safety program. Safety foe* ton arc basic In the dnign of soony forgo stzuctuzcs already being bosh and to be bnOt up and down the Mimoori Rher from Mon tana to St. Louis. The aiety organization of the Corps of Engineer* was fim established in July. 1935. The policy then adopted required each DMwon Engineer to organize a safety section in bfa cfice and to direct and supervfae the einhliihmrnf of safety sections in each dis trict ofloe fat hfa divftion. Tbe purposes of these section* were to pre sent mxsdaits and richness among employees, increase chefr morale aad efficiency and de crease tbe ceres hi tbe Government arising from lost time and employees* compensation. 24 35th National Safety Congress, 1947 Todtjf, the Corps of Kopatet a ing crairwr is still being, used with good re. full **" safety organization in each of the salts In the Missouri River Division hi both Division and District offices, with a qualified military and civil works. safety engineer in charge. In 1935 the func The application of the principles of safety tions of the safety organbation woe extended is basic to good planning, and oar people who to indude contractor operations as well as work in design and planning accept thoe operation* cooducted by Government forces. principles as a part of design criteria and Available records indicate that the accident frequency rate for contractor operations in good engineering practice. The main projects being constructed within the Missouri River Division Ln 1955 was 95.59 the Missouri River Divmoo an creentiaHy and the severity rate was 7.4a, as compared safety projects. A dam constructed scrum the with a Government frequency rate of ao.33 river is in itself a safety measure tn control and a severity rate of *.77. the river by impounding flood waters, thus These rates were progressively reduced by preventing lorn of Ufer and destruction of cooperative effort to a Vow frequency rate of property downstream. 6.58 and a severity rate of id5 Cor contractor operations, and a frequency rate of 4.15 and Each individual fratore of the, in addition to being a component pan of the a severity rate of 0.71 fur Government opera over-all safety feature, bas individual safety tions in the Mfasouri River Division of the purposes of its own. The sluicing conduits Corps of Engineers in 1945. In 1948 these axe safety device* placed in the dam to safely rates rose to a frequency of iff) and sever release flood water. The spillway is the safety ity of 5.0$ for contractor operations. A fre valve for the entire project. The spillway quency of 5-89 and severity of age for Gov ernment operations was noted in 1946. Our safety function with contractors previ gates, and gate hoists are safety featarot. To further extend the safety of the structure, additional features are built into the hosts, ous to the war years of 194* comisted of in corporating a standard airideut prevention and, in some instances, an emergency boot is added to serve as a final aJery framre daute in all contract* and Government Built Into the hoists in to the de ipedfiotioaL Safety inspectors made period sign safety facum. arc guard*, guard taOs, ical Sdd safety inspections and served as ad gate travel limit switches, etc visors to the BMstntotM supervisory forms. In machine design, rafety features also are safety wniTini'i were published in cadi Dis pyramided. For imrancr. the emergency gate* trict office and the comparative record of each unit of the organisation was publicised; serv ing to wiwmhne competition between various at the Fort Feck Dam. bank by the Chips of Engineer* in Monona, ate safety dcrias which serve to control the nufus of warn ansa, both contractor and Government. in the event of faitnre of the main control First aid classes were organised. CTmes were held on the employee's time and prodooed very satisfactory results. National Safety Council posters and publications were used CKteDSiveiy. Periodically, safely meetings woe The emergency gates and the tnopaq gate hoists are desigtwd with ample safety factors to insure agahm failure. The emerg ency gate hoist in turn is equipped with many bdd for both supervisory and labor forces. safety devices indenting a sfccfc cable limit Prior to 194a little attention was given to switch to stop the hoot in its Awuwsri the indntion of safety features tn the special - travel should the gate htcrane wedged la the or trrfmfaJ conditions of plans and specifica tion*. No effort was made to develop safety gate slots; an emergency brake to retard the hoist should dynamic braking and ehxtric consciousness in upper echelon engineering design, construction, operations and adminis trative personnel. braking both, in turn. Ml; s uiid au Smh switch to limit the upward or downward travel of the hoist, which is fastbtr safe With the advent of the war and the tre guarded with an upward limit switch to take mendous expansion of construction activities control.in cue of faillire or maladjustment oi of the Corps of Engineers, it was necasary to the traveling not limit switch. employ personnel {nexpoienced in Grid con struction. Consequently, a safety wilnin| pn>. grans, "Acddsit Prevention for Supervisors," was developed by the Safety Division of the A study of the 1946 acridciu experience involving employees of the Corps of En gineers in the Missouri Basin revealed that labarns were involved in 31 per of per Office of the Chief of Inghsm. This train sonal Injury rases, supervisory in Comttrmctiom SccIhni 25 >0 per cent, equipment upcrastia in sg per cat and survey crews. Boating plane oews and guards and fircmrai sue tied wkh 7 per cent acb. In the severity of arridam mwainnrt by government apSayec* w* find nqalprarnt operators with 14 per amt of the lew rime, administrative arid supervisory pemaawd as per cent, laborers 17 per oat and Boating plant crews 14 per cent. The study of coetraeor employees* aoridt experience truUf***A that laborers 1 reived in 39 per rant of peasant cupentm 18 per cent, nqirfrmrra 1 d steel workers In I per tan each ui of tbe severity of afrilwti krwhhg tractor employees revealed than operators were Involved in By par tmtf dm lari tine, carpenters aft per cent and Mar as t per cent. Equipment accident iipniwnf ha revealed that tight op in 35 per cent of aB accideah per cent of all dare fern : equipment was luvufvut In 9 par <n of aB icddoits, bom width 33 pm erne at aB feat time resulted. In ordra to radner esam at aatidema hi structural doign for new nfc. feqant re views of exfaring design are rend* an amain the beri methods of cSmhmdag ama of accidents that have made by the safety and 1 concerning a design Catom In retire to c lions. Fcarurra on * found hazardous are diahiltd or retired hi Our mfery program in the lOnonri River Division includes snch training aids re mo tion pictures, sound slide film, models and powers. Executive admlnSwrative and oprea- tions personnel periodically are fat for conferences which keep them advised of the ament accident problem* and the progroa being made toward their solution. Bat the program fa moth broadre and all- ladmfvc than this. It is the policy of the Corps of Fagiurm w make safety a pan of die job mpuuulhiEty of the entire personnel bum the top eftfifawer to the track driver and the man with the shovcL Safety personnel in fnpmofnfcty taginrniijg. Safety eagfnredag is the act of spplying ml asridrac paevotian. A criticar prevention mum he dree by the mpuslnai and by the yofh atm actually do the week. Antidsns prevention work ran be accnm- pfthd thaongh many approaches, only oae * "`ifc rafcry eaffeKrisp A complete ration job as be brought about _ t the application of relay on- ; by safety enginteis and accident manna by the ivperrirore aad tbe people fa perisrm the work. program taka cognizance of 1 arid requires appropriate op* 1 to perform them as past of rfedrbmfc: Job Rsponsbilixy. We boBeve that catr ptumt plan of late- gracing acrito prevention Into aO opent- tians is a tresd approach to the over-all y of making the job safe. This apptia an aB of eer work in tbe tretiu--vcuiaos* tw^Miaia, military construction and the fiood ooetnl and river devriopmest work. Ire reality control of the Missouri River is a pyramid of safety* measures which will cmutually remit hi what may wefl be de scribed as mfety device* -- daau. levees. fioodwaA and other amuuus which win to tbe safety and ptogirm of the ftCfesomt valley and the nation --a real safety job. Accident Goste tn BffikiHom to Prevention Goafs (A 8fmwalmn) Dhatstion fjarfrr Wamre J. Irtxr, Con- (Olting Eng. General Contractor D. W. WzHxxLMAjr. Frau D. W. Wdd* man Go. lac En0t%*er-Eatimetor Rontar Hast. Sept, Sort CanwnioJoo Co. Safety Engineer WALm j. Bvam C&mpmef None iXzxxN Rrrscnxt, kN. Industrial Nurse, Employers Mutual liability Insurance Col 26 35th National Safety Congress, f947 MR. WINKZLMAN: This meeting was We send him an inter ogoe memo ixmnedi- called for the purpose of finding oat what atdy certain serritxa are costing oa. Did Doctor MR. WINULUAN: That1* fine. Now let's Brown give you there cat figure*. Mbs get the cost facts. Mis Rrisdsd. what are Rcbcbd? the unit coses tor Snt aid mstacm and MISS REISCHEL: Yes, Mr. Wlnkdman. re-treatments? MR. WINRELMAN: Good. Dr. Brown ia MISS REISCHEL: Our cose per Cratmem on an important case (Jais afternoon, so. Miss Is h-}j and we have broken It down as Kwcbd will represent him at this meeting. follows: IVe will discos two cost subjects. The fine s. Average time consumed in gsfog to is "Aoddeat Cost" and the other is "Prerto* and returning bona first aid is tioo Cost.** boor. If you have year data lined up. we should The average hourly wage rate 1ft $*Jo be able to cone to some worthwhile coodn- so we will have half of that or a total tions. of $ Jo I think we should dbcnm '`Accidents Casa** s. Arexa^ time ia the Dbpamry k first, and let's begin with minor first aid it adnata oc 1/5 hoar x fiJs or a total of 'Miss Refccfari. what is oar espexience over 3. Medical supplies per case the past 6 mootin on <-- injuries ptw- f Medical Department wnlsifl per cautionary treatments and what is the avenge case, at number par week? j. Administration uiutiml and madL MISS RXISCHZL: Oar first aid treatments cri equipment per case fit avenge about 5 per cent of the lorce per week, la other wonk, we have 5 fine aid treatments per too men employed. Now. Mr. Byrne thinks that this is too high and should Total com per caae fra* MR. WINKELMAN: Now-tint cow is few our job with cusspiece medical h'Hhu and be reduced to about ij4 to j per cent. a doctor and a turn employed. What weald MR. WINKKUCAN: Row do you figure the amt be, if w* had jtnt ni dinarjr Cat aid that, Walt? and only a mme employed and wfcw wuoJd WALT: WclL srfaea a job ts las than a year old. 5 minor injuries per too employees is noc so bod, but a a job gets older and the safety program has become a pan of proce dure and program, my experience has bees that x to 3 accidents per too men employed should be the goal we should strive to reach. If we had lower percentages than *>*, I would be of the opinion that minor isjuries are noc being sent to fiat aid. This h some thing to guard against twouse any. nniepost- ed injuries may develop into lost time cases the com be if oar job weald ant ngskt any thing but a fine akS Ida. MISS REISCHEL: Let w apish (hot the total coat per on of ftg it only the minor injury portion of oar medial ewtof cm representing approximately ag per cent ef the total. The other 75 pa- cent pi the treatment of lost time aces, pit rmplujmuu examinations, and health ami --kulinn work. As to year qucstlcms Me. Wfnfeeimnn. 8 a job would only require a name and mnMrsT facilities, Z believe we could deduct about 1S MR. W1NULMAN; I believe in fine aid and it's better to base 5 or 10 or more cases tbatt one lorn time erne. So lath not per cess of the items of mmBcal department overhead and administrative rmihrul inrriiral equipment. worry too much about that 5 per f. In If only a fine aid kit would be requited, my opinion it it more important to naturally the cost Jt reduced consfcknbiy on the frequency of simOar types of injuries. but the risk is muds greater. You do turuiih Alt with a Weekly report 00 The big point about the minor injuries the types of accidents we have and tk names of the foremen in whose crews the in jured men work, don't you. Miss Resscbct? MISS UQCHEL* Yes, we do. and if there is an obvious repetition of types of injuries doe to the same cause, we do not wait until the aid of the week to inform Mr. Bdmllodu b that each one. costs the job $1jH in lost time. This tachxkt an average of two erf* at the field hospital. from tills phase sloee the job lost ap proximately fa55.ee a wath for the pest six months or at a total of .over fijoado. Our insurance company may pay 40 r 50 Construction Section 27 per rent of this amount, hvrinw, 8 we didn't have a complete medical me up on thb job. no doubt, many of the cases, we all minor, would have to be sac to an oucride doctor and that cost weald dm have to be born hr the Insurance company. MR. WINKELMAN: Of coarse, yea matt realise that we grin uuosirtcribfy by taring our own medial set up. Think ef the sdditirnnl lost rime, noc only by the injured man but frequently by those who have to go vrftb him. il we have to scad our lujiuul man to unm. It's miles to town, the doctor may not be in. he may be lassy and so cm. That's additional cot. How shoot the lost time 3codents, Mbs Rested? MISS RE1SCHEL: Mr, Byraebas Infosused rae that be has made a sendy of 1000 cmes in our company over a paiod ef to yean and be adnata tint the com of lose time accidents and fatal cases average about $48000 reds. MIL WINKELMAN: Mm we go any fem- iba. Didn't yens say a few minotes ago that it taka 15 minata to ga in the field hos pital? Why? WALT: Bemuse of Ma Inradnn nd (he wy the job is spread owe. sc taka choc tag 10 walk there. ' BOB:* Why canY we move the fim aid building doser to- the wosfc asMf> WALT: If we pat Aids trader the build- mg. we an probably now it up So *--*t**g Stag where about 70 per cat of the force triU be working until the job is finished Art an--no doubt--get ns running water ever there. MR. WINULUAN: Left be mre thb b kme as soon as possible Now them--why Is ihere a is minute waiting |UjrfoCI at the bcspiul with a few creatmczx per day a we have? MISS RH9CHEL: WeO-tbr t minotm iodnda treatment time, nth, bakes and so forth, and hraldrs theme axe only the minor treatments. We handle a lot of ocher esses such a etdds, headaches, bsuguwss. and the like. We are alto busy with pre-employment examinations and due to a grant labor turn over, this week b almost amchmoos. MR. WINULUAN: Tfcnfc yoo. |Om Ktbdd, I think I muirnfnd ytmr wotk quite wB now and no itabt. it wo did not have you and Doctor Brown here we would have a much higher pwewtigc of absent worker*. WQ1 you please go oss now, with your data oa km time case*. MISS REBCHEL: Wefl-as I waned to my before ${80.00 represents the direct costs per last time case. I an not give you the cost per lost time case on this fob, bemuse too many ass are still open and the cost cannot he determined until the uunrance company closes the cases or makes final settlements. So we have to use Mr. Byroads average cost of $480,00. Now--under bk direct cost we have; Medial' treatment Compensation Rehabilitation costs And, under indirect costs we have: The injured man's loss to production The replacement cost Time lost by field snpcrvbot* is eating for tbc assn at the time of the accident Time kwe by other workers, for varioai and obvious remom The cost of the investigation, witnesses, etc. The dcxial wosk involved Work yiihp or equipment. That cbm he s awry trig item. MamgaaentY time km in kgal. account ing and fbOew-op on Haims Onr rxpokoce and that of many other* bare indicated indirect cost average* about 4 tins the direct com. Now that means tint if only ooe 848000 accident on be prevented out is the field, the actual raving will be 4 rimes tint amount for a $1400. MR. WINULUAN: Wah. what b our severity rate on this job? WALT: It k 1.55 which means that we hare lost 1.55 days per 1000 man bouts worked, which b about ooe half of the na tional average for the coescrucdae inthwery. MR. WINULUAN: What does that mean in A<n" and cents? WALT: As Miss Rjtiadwti said before, our cost figures are not finaL They may be 1ms and they nay be mare, but my figures show an estimated compensation and tnMInl cost of $16.7*0x0 up to date. Thb indnda the fatal owe we bad in Jane, which will cost us $7,00000. MR. W1NULMAN: Bob-do we hare any money in our estimate for accidents or for safety? BOB: No. We jure have an Insurance pre mium shown, which is based00 two quarterly audits. MR. WINKELMAN: Why doesn't the home effice allow some money ia the arimate for accident prevention. Bob? 28 35th National Safety Congress, 1947 BOB: The general practice cootree- ton it to include nothing tor afof. I hardly know ot a company that acts aside a certain hear what you have to my. WALT: I would certainly 1 opportunity. 1 know that c tint amount Bor accident prevention, unless It is be agreeably surprised after the specified in the specifications, when all bid' on several jobs had been compiled, and the den would have to include it. Personally 1 money set aside for aeddent prevention had believe it should be in there; bemuse the resulted in a monetary saving due to a re lade of it may be the cause for an accident duction in direct and indirect coats, but I with very high direct and indirect coats. would like to ask Bob to tell us about aa The high indirect costs may involve items such as: collapsed trusses doc to lads of proper btieral bracing, budding of booms, aeddent which illustrates our problem very well. Bob, you recall the power fsihic noddent that nearly resulted la a balky as capsizing ot mobile or railroad crano, tracks rolling off ramps, poured amaete walk or floors collapsing dne to inadequate or im the Brown Motor Car plant. Could you give us the <*>> as you remember them? BOB; Yes, I certainly do remember tkt proper bracing and supports, retrenching and accident; it seemed so usseeamry. This uus te-eccxvating due so lack ot shoring or due one of those Plancar jobs. We had i raqpfnnl to improper bracing and of course property the main building, which m ififinis--rly damage and injuries to the public; due to 600 feet wide x tooo feet long llw phot was improper protection or in many eases no in operation and Button were being budt protection at alt Walt mentioned that the for our B-ag Bombers. Shortly after the mam avenge indirect cost ts about four times the bnHding was completed, we iioiiwl the ms- direct cost. Wen, I know of many, many cases tract Co put a go foot addition oa bash tides trboe the direct cote was very --but tbe of fcbe building, running (he arid lagfe indirect cost was tranerxkxts. of the sooo feet. All the ntflitics. winds had However, let ts osc Walt's figures of $10,000 been put in by our sub-cootractaes, were ao in direct losses. On the butts of your mHwhI be relocated and tied in by these tame mfea. averages, we should have an indirect cost of We even used the tame esandsg nb about 40,000- That kind of a loss is a big contractor. Some shallow shovel exaubm portion of the profits anticipated--and in was being done alongside the triwhif turilrtmany cases more than the estimated profits. iug when.the shovel dippec dog into a jmwm MIL WTNKF.I.MAN 1 want every injury, duct, which carried the entire power supply no matter how minor it is, taken cue of and into the plant. There was a shower of gsib I don't want to put fear into our foremen, and the power going into the {dam sms shut for the sake of a good record on paper, as off for several minutes mHi the smtifimy they might hesitate to send their men in power was cut in. for first aid. One infection on spoil our WALT: Yoo have emphasized the points record more than a too first aid cases can. just as I had hoped you would. Of cdWK. But I do believe, that if our foremen axe a fatality could have occurred; the 4 properly Instructed and sold on aeddent pre certainly was endangered, as we9 ; vention, the alls at the field hospital will laborers working around the shovel. ] automatically be axt down. If it is a matter of equipment, such as hard hats, goggles, safety belts and whatever nately. the electrical contact shortly sfta the dipper dog Into the power duct and, no one on the ground wm m os else we should have, let's have them on kmi tia with the shovel. and let's use them wherever and whenever BOB: Yes, l`m glad no one was injured, they are required. Now that will start with but this aaddent was indeed a cmtly one me and 111 catpcg yoo. and the foremen to even though there was no petrous! injury. 1 do the same. am dm going to try to give any figuxm on Also let's see what we can do to improve the indirect ants here, bat yfetsalne the total our edncattonal program. Our foremen are lorn of time and money while over 500 oar keynm and Walt, wiU you work out a plane rrsplnyrri were idle even those few plan with aomc new ideas tor our foment 1 armors. to my nothing about the eat of nwrings, repelling the power cable. Now, la regard to aeddent prevention corns WALTI True enough.* the cutis of this ac and as 1 undcataad it, by tint we mean the cident am omnitoa, but when we up 10 dollaxs we spend on prevention. Walt, left a catii would hne Construction Section been, we find them surprisingly low by com parison. BOB: Yes. lH agror begme you and 1 have ijiuntied stint there prevention costs would base boa WALT: tt sure would have bees a mighty Hiupfo matter to refresh th* mitvfa of *hy men eogsged on this opoatica by first ail ing the attention of the top men to the loottick at existing underground utilities. Then when the spread footings bad beat laid out. the fine of the underground utilities could have been located by a row of stakes, the men ta the field could have been advised that the row at stakes meant electric line duct, water fine, gas Bar, or other important lines vial B plant operation. BOB: Yes. the prevention costa would have amrfvol the time spent in examining the plans, ptanbly in holding a of cur 'm haring the survey crew lay out the line, and then in notifying the nm m the job. ML WINKELUAN: 1 hope X haven't shown a lack of interest to the dtsanriou of this aeddent, but I want to go oa record as iiswing the advance planning that has been shown to be necemary in accident preven tion mock. When such planning is dooe, there caw he mdurird in the bids an intelligent hutirsf money needed to cover prevention Mk Tlh is just as necessary as pre-drier- nauha of Use various job tt is kfoWf past of the step-by-step procedures s hr wmd an the job. and I can see' that yamftm amis an be very low by compart- van an arnUmt uwa It samxaUy follows that If rnnacy for arrHmt prevention is made raMk in the original oelsatc, the rasa <f eetifosms arid he materially reduced. WALT: At this print Fd like to mention dwa mswy labor and matotal prevention imi fou bnen charged to the accident pie- vhki do not belong thee. In this has bats dooe became of m ihnugleli ain a. but it makes m leak cut of proportion, s am to tcO sac. that the cost safety that don't WALT: That's right. Bob, and I mean msec than thus. ftfasy <n this job merely prana* that anything done for safety's sake cMs ism mmdk sod is bound, to nia the job cams swi thr awiinn The saMsst prevention cost items that axe "fer **-- arc very few and involve only: personal protective equipment, and ibm such equipment should be (Align! edy If the work or job could possibly be dene with out it. For example-* roofer, without goggles, could mop hot Or on a roof, but an electric welder cannot weld aa inch without a weld' re's mask. Both devices are safety Imw, but the former ft strictly for anridrof prevention while the latter item it a tori requirement --just as the which holds the welding rod. Jim one more irampfe: A kick back apron for carpenters U strictly a powal protec tive item and tbe cost of this item should be charged to safety, but, oa the ocher band, when trench shoring it required for holding the sidewalls in place, that cast ot purchas ing and installing the shoring is an expend able job item just as muds as tbe sling or the pipe book which ft used in lowering the pipe into the trench. Tbe print ft that the pipe* line should nbc be (waouasd without the shoring. Now, if the shoring Is ailed tor where it ft not needed' either for the of pro tecting the ms or guaranteeing the work then it ft a waste either way. So, I say, true aeddent prevention costs wiU reflect the cost of only such eqmprmnt. labor or mascrial which cannot honestly and fairly be dinged to tbe work itself when do ing that week according to best practices. UL WXNXJELUAN: Walt, I agree with you. I aim fieri that such job items should not be charged to safety. WSl yoo proceed now and specifically' give us your ast data on safety items. WALT: After the art of personal pro tective equipment is property segregated from expendable Items, we should charge directly to our aeddmt prevention cost all tbe salaries of those who work directly for tbe safety de partment. In this iusn all supplies should also be charged. And tbe only other principal item ia this cost data ft the time used in working out plans far aeddent prevention involving the time of management, engineers and super visors, and tbe time spent at safety meetings, involving all supmvbory forces. The three principal Urns ia the accident prevention cost approximate the following percentage* of tbe whole: Salaries of safety section--5 per cent. Fenoeal protective equipment and service costs tor item made available by cub ales 30 35th National Safety Congress, 1947 --15 per seat. Time few short bat trequmt meetings--0 per rmt Safety shoo, hud hats aad gloves are pur* chased by the employes at cost. With this application of cost keeping, excellent misty performance has been had at abooc ooc half to one pa cent ot payroll doQan. A ooc half to one per cent cost for safety means all the personnel, personal pnuoivc equip* mesu and time and fxrflirics Cor edncatiooal taeetipgt. It does oot iodode any part oC the medical --per-*'*1, because acdkal treatment b 99 per cent cure--not pmatioa. BOB: Walt's analysis of what to indode La our aeddent-prerendon earns is logical. Now if we will take the time to make a job analysis of the prevention system, we will get our conetc cost items, and then we win know what to allow in fixture estimates. In an unorganized way, accident prevention has been taking a >irking by being blamed for a lot of cost which is only mn.iaM.if UR, WZNKELMAN: I wouldn't admit this id or 15 years ago, but Walt bas natty opened my eyes. I base learned, that a food and sensible udhtf-ftiwtlMi phn oa do won ders for a job. Somehow Use foremen cake an intisesc in keeping their arms in good order, they nse better and safer methods in grtting the work done they' scent to handle the men with more understanding; we have lew spoilage and the jobs show hmg prapot Safety Is no mere than doing the job tight, and we ought to be wttttag to spend a*** half tent to one cent oat of evay psyroD dollar to fatsure a job that we can be prood oC By the way. Bob, what b our avenge in surance rate 00 this job. BOB (hesitatingly): I don't know, dr. We haven't even received the po&da trout the main office. WALT: It's $4.15 per $10000 payroll. .1 called Indianapolis two weeks ago and got fa from Mr. Williams. InddmtaBy t that rale was reduced this year from Sftj bemuse of our performance last year. MIL WINULMAN: Wall, bow modi would we have to zwdaoc our severity to get a redaction neat year? WALT: I believe, that if we eta oat our present 1.35 low days per thousand man hours worked to about J or 4. we would, get a fjao rate, and for the work wc still have to complete this year, a redaction like that would man * feg/xaoo premium saving. MR. WINULMAN: What do we have to do in order to bring our severity down? WALT: WcU, that's hard tiing- We may be very fortunate and by trusting to good luck, we may lower chat rate without any further effort. But that is usually not the case. We usually get what wc want or are after only if we put some effort into it. I chink that my department is short staffed snJ I ought to have that extra man I asked tor four months ago, and well have to buy about gtgoooe mots equipment and have more tune allowed for foremen'* safety meet* isp. These three Items would redace the $*&ooo insurance sating* to shoot $9,000, but it certainly would keep os oat of a lot of grief and the cfaancrs for some of those expensive Indirect cost* would be *--rmnl MR. WiNKELMAN: Those savings sound good, but I aaa joa a little bit on the doubt- frit side. However. I have no Spires to dis prove yours, Wafa. Wc will go through with it. and. Bob, f vast yew to keep a dose tab os our dimt and am as tseS as oa our insurance caws. WOS you give me a monthly report 00 it. Bob? BOB: Yes, I wflL Bet It might take me a Utile time to set up a ***< for It. w> the font report may be a Bole bon. MIL WINULMAN: Of course. dm lug item it that we may mve some "**" from be ing dimhied and permanently injured. That is the resin teams. We fans not bed any of those indirecz losses that Bob memiooed a while back. BOB: You are abakn. Mr. Wlnkdrean. We have had two accidents which reaOy dost us some money, when we wait to figure it out. MR. WINKELMAN: What do you mean? Which accidents are you 1 timing to? BOB: Wn the BiO Srtmits case h oos. He was killed In a go* (sIL We know the direct cost will be about $7,00000 but we do oot know what the indirect cost is. MR. WINKELMAN: I any not kwv fa> dollars aad ojh how **"*** tfeir accident cost as, but I do know that my program curve went way down that, day aad it ddMtaMK bade, to par lor four days. Hustm this b the fine time it bat been made dear to ow that the decrease in pcogicw was a direct remit of that acddon. I think 1 have found out what I to know. So let me summarise: Bob, will you get the insurance politics over here, and get In (ouch with the home office admit- Construction Section 31 lag and inform there that we want accident prevention com fedaded In all future esti- SOUL Miss Befacfad. wiQ you remind Doctor Brown to arrange for moving the field hos pital closer to the work. Walt. I think you can put oa that extra man, but make sure be is a good one. Get that extra equipment you seed *d pep up nur fwtntn at your safety meetings. IH talk to An and some of the others and ell see if we can't get a little more in- icrest built op in this incident prevention Business. MISS 1 have enjoyed this Hwelieg iamriwl; and I am quite sure that with such woodahil you can't help but win, Mr. Byrne. But X am a little worried now. When you get going on this program. 1 reay not have so nidi to do. You may fed that a nurse <re the job is not necessary. MIL WINULMAN: In the put. Mia Reach#!, you have kept us oa oar toes by keeping us informed oa what kind ot acci dents we have had. In addition, to faking care of patients, you keep up your reportiog to us. I am sure yooU be kept buy. Anyway if Walt (ails, or let us say, if we fen in our efforts to reduce accidents, you Mias Reiscbei, will be good Insurance to fall back oa. Now. 1 am going to ask Art to check and give mo a weekly report 00 the foremen's compliance as to the use and I area proper use of personal protective equipment. If we are to spend move on prevention, we also want to see how that money Is spent and ferw it It used, and will you Mbs s^< let me have a daily log sheet of aO injuries accord ing to foremen. As final information to you people, I want you to know, that fauna now on. Walt will change his organization status and report directly to ae-aod that win be permanent. 35TH NATIONAL SAFETY CONGRESS VOLUME XI FOOD SECTION r NATURAL SAFETY COUNCIL, INC. 21 IN. VACKER ORIVE > CHICAGO 6, ILL. 'm?. ; T.VJ" Foreword ^f'wjs Transactions of the 35th National Safety Congress and Exposition of the National Safety Council are pub* Ushed in 29 volumes. Volume I includes die Annual Meeting, Banquet, Women's Activities, Index to all volumes and List of Exhibitors. Volume 11 contains die ASSE Session and die Industrial Subject Sessions. Volume XXIX contains the Early Morning Sessions, "Psychology You Can Use." Each of the other volumes is devoted to the sessions of a single section or division of the CoundL The .transactions are a record of the proceedings of the Congress, condensed and edited for reference purposes. The complete original manuscripts, many of which contain charts and illustrations which could not be reproduced here, are available in the files of the National Safety CoundL The National Safety Council seeks, to eliminate from discasrioo matters sot pertinent to the aims of the Council. However, it cannot accept responsibility for die views ex* pressed at the Congress or in this record. It is expected that the new format of these Transactions will permit wider and more effective use of the material re* latiag to various fields of safety. At the same ^ die whole act provides a complete and indexed reference work on all phases of accident prevention. THE NATIONAL SAFETY COUNCIL 30 Korih Wodcar Ddv* > Chicago fir EL ntnnusi.^ 'T \ ** v 35th National Safety Congress Transactions no* vL Knead Mwtag, Baoqort, WoMb's AsMSm, |o "W VbhmM rmA ffnhflJInts ................... 1 iTniflrrm Sodty of Safety Engtanni and Sabltct Saakni. 2 jUioaS Manufavturfag Stcflon.................................................. 3 Ab Transport S*ctoa........................... 4 B wmt MhpWt Shop AtHmi........................................................5 Canwi and Qoacry Sndton................................................................3 Chmtod Sncttcm...................................................................................7 CodMU&0Swtfea...................................... 3 Cuarnnofrlal VeUcfe OatloB..................... .......................................................... 9 Coestracttoa Section ..........................................................................10 Food Sncfiaa......................................... ...11 bdnUd Naafem Soto............................ Marfno Sodfeo........................................... IS 10 Moat PocMaq, Tcamfan? and T^adwr ImluiMii Sodfea............14 MMda SocOea ..................................... fit-Krw< .......................................... ..15 10 Papa and Pa^> Sodfani..................................... 17 Pahnlum S+cfioc................................................................... Puna Pram SwcOcn................................... 10 19 , PafaHe DffiiSM Socttoa................................................................. .90 BaOrocrt Soctfon...................................................................................91 Bablnr Sncflon....................... 39 Trt0* Sfttffcm.......................................................................................33 Traffic Socflcn................................................... ..............t...... .91 Wood Products Soctfoa......................... Fans Safety ................... 35 .39 Homo Safety ................................ 37 School and Ga&og* S--1om.......................... 33 tfeydulogy You Can 0# {Early. Morning ^wrtrw)................39 PRICES OF EXTRA COPIES OF INDIVIDUAL VOUJMES yntinit SfflL *w 1 in' *~ z toy copies zo to 99copies zooto 999 copies Urn dun 14 p^H Jo mu f j$cl 1.15 a. 14(04! page*- J$ " . J* * jo* 49(09! pap**- . " '. !* " over 96 page*- -5* " ' *49" Complete act at Tlanmctkm (syvoIn--Hfea tornor more f 4$a. -a " ! " " ' NON-lIZMBIl prices ere double mother prla. 4 Food Section ExacuBr* CommitM* 1947-1948 General CMrman-GE.ORGE H. STEEL, Safety Director, Ralston Purina Company* Sc Louis, Mo. Vice-Chairmen- HARRY J. ALDRICH, Secretary and A*c Tieuurtf, Spencer Kcilog; ft Sons. Isc, |nfcis, New York ftwOiy-L C. HLTZLEY, Assistant to the General Supaioundeu. Cupbdl Soup Com pany. Camden. New Jersey Kna Letter dfeor-BURTON H. MAY, Safety Director, Man Inc, Chicago, Illinois Co-Edifbr (Staiatio)--W. J. WRIGHT. Safety Supervisor, Beech-Nut Packing Company. CMaJobaxie, New York Program Dfrcctor--HOWARD T. BOND, Insurance Manager, The South Coon CorporaLion. Industry extension Cotnmiltrr--CHESTER K. HAYES (Chairman), Extension Director. Sezeal institute. lac. Opcago, Illinois; RALE H. OWEN (Vice-Chairman!. Labor Relations Counsel. United *<- Brewers Foundation. Inc. New York. New York; L B..LILLOGO (Secretary), Milk Industry Fotaxhtioo, Washington, B. C. Health Director-mu PAUL W. RUSH. Corn Prodacta Refining Company. Argo. Illinois Visual Education Committee--GORDON MORRISON (Chairman), Kellogg Company, Bat* tie Creek. Michigan; NIXON sc TARNOWSKY (Vke-Chainnan), Safety Engineer, F. ft M, Watfa Brewing Company. Brooklyn. New York; A. . U/NDJTIADT (Secretary). Chios* Manager, Bowman Dairy Company. Chfeagn. Illinois Engineering Conumlfee--CLIFFORD P. McBRXDE (Chairman), Personnel Manager, Pabst Brewing Company. Milwaukee, Wisconsin; JOHN GROFF (Vice-Chairman), Safety Di rector, American Main* Products Company, Roby, Indiana; GEORGE WELLMAN (Sec retary), Sales Manager, Eriex Manufacturing Company, Erie. Pennsylvania Grafts Handling & Processing Division--R. J. O'LEARY (Chairman), Director of Safety, Cons Products Refining Company, Chicago, III4 LaROY J. COLLINS (Vice-Chairman), Safety Engineer, Spencer Kellogg ft Sons, Inn, Buffalo, New York; K. A. BONG (Secretary), Manager insurance Department, International Milling Company. Minneapolis. Minnesota Refrigeration Division--'W. F. LEONARD, JR. (Chairman), Southland Corporation, Dallas. Texas; SLOAN CHILDER (Vice-Chairman), Safety Engineer. Southwest Ice ft Dairy Products Company, Oklahoma City. Oklahoma; A. R. SHEPHERD (Secretary), National AMOcfatfcm of Rc Warehouses. % Fulton Market Gold Storage Company, Chicago. Illinois 5 6 35th National Safety Congress, 1947 Cmmen it Cram Division-ft. M. WtllUDEN (Chairman), Aataunt Oivitkn Kaat|er Per sonae! Development. General food* Corporation. New Totfc. New York: ROBSkT C. LETTNER (Vice-Chairman), Libby. McNtiU and Libby. U. 5. Yards. Chicago, Illinois; ROGER, J. BAKU {Secretary), Safety Engineer, The Kroger Company. Cincinnati, Ohio Sugar Dndrion--WARREN C. SARGENT (Chairman), Accident Prevention Supervisor, Sprockets Companies, Sptecfccis, California; C. E. fROWE (Vice-Chairman), Safety Engi- neer. Castic Is Gooie, Ltd. Hooolaln, T. H4 CHARLES R. HAGAN (ternary), N. tkt*al Sugar awning Company, Rang City, New York Dairy products Dtotsion-STANLEY W. PARSONS (Chairman). Safety Director, Carnation Company, Ommmowoc, Wisconsin; F. W. LAWRENCE, JR. (VkaCbuxau^ Director ' of PoaoooeL Soothers Dainf. Inc. Washlngtoo. D. CL; MATTHEW J. SCHMIT (Sec retary). Safety Director. Radtoter Dairy Cooperative, Rochester, Kinaaota Confectioners Division--J. F. HENNESSEY (Qiainata), fammd Relations Manager, X. J. Beach St Sons, Chkago. Itlipofr; C. H. FARRELL (Vice-Chairman). ftnooad Director. Walter H- Johnson Ckadf Coayny, Ctiaga TIHncfc; WALTER A. HORN {Secretary), Safety Director, Wol. Wrigfey, Jr. Company, Thingri mtoofe Beverage Dimsiott~hairman not srircted; Vks-Qtairman not c. C. GARDNER (Secretary). Director of Industrial Relation. The National Bremrio, r t-t-a Uouztal, Canada Bakm Droiow--. Z. BANKA (Chairman), Safety Engineer, National Bbcnfc Gmnpany, New York, N. Y; U. DOYXX DANTZXJER (VkfrClwrmwn), Safety Committee Chairman. CTiuaaruk lalcrin, Inc. Odaubb, Sontft Carolina; Secretary not aefeaed. Mbcetleneous Dimau Oisirmsn not sclrqed; VmCfoimaa not ukari; W1C J. CRAW FORD (Secretary). foynk Ogai*, Inc. fhilalriplrii. faaayhmh Gourmet CommUtee-DCAH CLARK, Society of Chaus flmrni Saperinterekats, Board of Trade Building. Chicago. flSnob; CARL & CLEMENTS. Director of Safety. National Dairy Products Corporation. New York. New York: R, CL HAVEN. Safety Ca^aea, Tim tiwntal Baking Ccmpony. New York. New York; S. B. HORRJELL. VtoAnidrat la Charge of Opmationa. Carey Sab Company, Hntdtfneoo. Kaeaaa; CHARLES T. MOBERG. Safety Director, Kraft Foods Company, Chicago, nitanfa. CLYDE C, RUDDICK. H. J. Heim Company. Pittsburgh. Peaoayiruda; RAY M. *-***, Director of Plant Persecnel ft Safety, Aohucr-Bods, lac. St. Louis, Mbarmii Stef Xrprewn(atur*-HAROLD X. DATO. National Safety Owndl. Inc. CKWgrv, rn Food Section TUESDAY AFTERNOON SESSION October 7, 1947 Frautinfz Qiwin F. Mourac, Safery Director, Kraft Foods Co. Dbeasat oi flw SJdn Dob to Foods By LEONARD F. WEBER. MJX DtvxDGloIogfaL Amockit* Prof--or of DnrmaiologTV Uiaivncsftjr of Olinoin food. A<tW- and Art'w* rf (ft *fcnf Of .bTM. tod k tbe te that k --i:iwilirinuiiTty mrutisT; animal* id primitive asm bare smqmfijTly dbpensed lihdBtblagmltbdtabetoMrtritli food, m way or another, man b boxy not of te day ft!Bog bit It b important to know whidh foods ewgk direct mntart aw Aim***** of tin in of worfcm engaged in industry. They axe turn, vegetables, ana. Sab, atilt. pattriti, Frail* and vegetables arehandled by house- rives, grocery desks, owring factory wA* n, and trade gardener*. The bfonnttioo <f the tftia by train and vegetable* hrougb direct contact b *<* dermatftb- t b (bwmhad hf redoes*, pejuiks. vtxica- uioo. ndJbg oaring, crowing. iqlijg tat tun, and pigmeufatioa. The location of hem kriooa it on that portion of the tfcia rhifb comm to contact with an-Irritant to Akk the skin b nmrithfd. In order ts save toe maty thorn Cntits and vegetable* are mentioned which have been known to came mUe in the pm, Only a few workers are (tkefy to become aftagic to <meor more Ereia or vegetable*. Earyerieaoal ybystdan* most be complied to deride what b canriog year trouble. fruits and svgr- tabta that cense cutoiwu irritssttsi Comment l. Angelica gpgaltetomriMitttha plant b cat green. x. Artichoke* Dermatitis ip canneries where it - b peeled, aft dried, sad where fakes remain la contact with the shin.. S. Aryangm Owing pleat workers ... and cock* fax hotels have trophic bom the Jnfcn. 4. Carrot* 5* Celery 7. Corn s. rip. The |uioe cause* irritation In eocupetiooal worker*. Oramool docaatitia ocgrionalty. The washing of the harts of celery. Unownc is the irritant. Often escapes suspicion. Cocmtaxtix causes urti caria (him) through di rect cootact. Juke b the irritant. Stem of fig cansea pbotomaritfTwtipg- Kouaewivm are % Garik Mu Crapes Arsenic poisoning in grape picket*. 11. Grapc&nit ie. Irish Potatoes Left hand usually altered noRthri tigb btou:i! it bold* the frui*-~ M* 1 15. Mint , Mmhzoosna *7- 19. Farmip Tliiwiilib and conjunc tivitis. Cnahiz^ of seeds liber ated a volatile oil from the fhwnfck. Sorting and picking came* arable. Eydids of bousetrim may be involved af ter handling ocango. Joke of the Cotlage of rem panaip ftritated field workers. 8 35th National Safety Congress, 1947 m. Fodts v Fns acts wfrlimfi iTTj sc 6st **d lata a true kb- which dJdy aanoog batchers and other persons wbo handle dead snhpak, A septic wound of the hand is followed by si. reots xy 14. Tomato Ciraimonl dermatitis. Vines irritate bands and fartim, Peeling *4 to matoes muses a dermatitis bullae which arise from the dear shin *4 to 4S hours later. Tom and mouth disease la tranetoiued from domestic to mao. Of the domestic animate, cattle IK the most susceptible, bogs, sheep and goats being lew affected. The dis ease is an acute iKrilt one in which wiJrn occur in the mucus membranes of the checks and the skin of the digits. The dime has <5. Turnip greens Sorters, pickers, sad deuraa of the pods sutler. *7. Water am la mentioned aitig4, | is not a fruit or vegetable. Urticarial eruption fellow, tag man contact with egg wbicc while opening raw occurred following the rating of butter. Erysipeloid is characterised by an erythem atous, bluish, marginsled swelling on the bands caused by an infection with the cry* Updotbiis of swine erysipelas. Isa habitat is apparently dead matter of animal and plant origin. Bo* itch is an of the skin occurring among abattoir woritexs who sort the intestine* of bogs which are Infected with arisgpWda lumbricoide*. The bands and arim come in contact with round worms Qifdm blood Contact dermatiers. and their ova which accounts for the iocalia- People should cat garden track grown in dean dirt and not in soil polluted with hu man excrement. lion of this disease. "Sweetbreads'* of the pancreas cause* an erotica of the Saga nails when it it removed out of the raxtasses. Meat The meat Industry begins out on the ranges of the West, for two-thirds of all meat eaten in the United States comes from vat of the Mfafaippi although two-thirds of the meat eaten is consumed in the Ease. Meat is the American's principal item of food. Buyers are being erfonid to demand flesh from healthy animals, ait up and hsdvrf fa * careful manner by butchers free from darise. Anthrax is an acute Infection sometimes a fatal disease; which is less frvqueflc than Actinomycosis of the skin may follow an infection from external sources as infected animals, cereals, hay, and straw. The disease is characterized by the formation of lumpy turnon cd the Jaws and tongue. Tahrasb bo<h cutaneous and systemic and nmiit in two taw. Rabbits ace a com mon aonree of infection. The inafnmJc wan (verrora accrigouta) eto fellows the handling of tuberculous near; hsifam. Ssagfrrifaooie workers. and handloa of cattle arm snhfrct to this diwase. Sheep "tidk" or ted tich crawls in the yean ago. It begins with a lesion rctoablmg wool. Wooi-aortea and ibetphctdcn are a carbuncle and suppurative adenitis, de veloping metastatic abscesses, and constitu tional symptoms, which an often grave. Hu man infection generally coma from die han itixiaf, iswhg hemunbagic papoles, nearly always with a tmMjal pamtttm. Favorite sice* are w the abdomen and hips. Occasionally this disease ocean fa wnall lots or municipal dling of hides or animal product* from stock parks where sheep graze. which has died from sploiic fever. Butchers, cattlemen, woot-eortess, and tenneis are liable to infection. Brucella eruption is contact dermatitis due to the seraetioos of cows and pigs. The lesions are to the forearms and they pin their course in about three weeks. Butcher's pemphigus is a rare disease: The fowl mite (Dermanysus avium) Is red parathe which Ifvm on poo]try and bird Them vta handle poultry aza especially ] able to the dtaeise, railed pamtaksk' T! bite of this ntifcr oa man produce* an ii ftinupatnry. itchy papule. They arc locate Food Section 9 chiefly 00 the hands and arms, although any site of the akin may be attacked. This dis ease I* often confused with urticaria (hive). Fiah Down through the ages coondem fisher men have risked their lives to supply the world with food. Occupational diseasra of tbe skin are not noconunoo among fisfrermai, Fhhensca are subject to bits from fish. Erysipeloid sometimes follows a puncture wound of the hands. The add juices of the mackerel's stomach are strong If it contains a small crustacean after the death of the mackerel, the gastric juice will cat through the stomach and fish of the M- This add juice is irritating to the worker's skin and cause* a dermatitis. Dermatitis of the wrists and necks of fisher men Is due to friction of sleeves aod collars of robber coats. Milk There has been oee report of dermatitis caused by contact with milk. Milking swaerfrae* causes raHositit 00 the fingers and Cheese at tans irritates the hands if (be "ebees* mite" b prow, DrfedFruit* Dried dates, prunes, figs, apples, and pears may be Infested with * which arose dermatitis. Nv- Bnzffian oats and peanut oD have been repotted to cause dermatitis. There is a harard fa the handling of dried coconuts and copra while unloading' it from drips if fo> fisted with a mite. The eruption has the local!ration of srahk*. Biead and Cake There a and has been considerable con troversy of the cause of domatitis fa bakers. The combination of flour, bleaches, and persulphates arc factor*. It is diflkult to find the cause of dermatitis In all rases. Recently, several bakers had h*dl4 anue oil for yean without haring trouble. After it be came thdr duty to measure anise on for Christinas cookies they had liaear redness on the hands and forearms. Contact with the full strength oil caused their dermatitis, but if it was diluted lit the cookies they were without irritation. One cd the workers bad consulted many physicians during twenty yon. I found the cause of his'trouble be cause of my knowing his exposure to occupa tional irritants. Pickling Acetic arid (rinegu). strong brine, and pepper are some of ibe irritants used In mak ing pickles. Spices The manufacture of spice* and flavoring agents is a haaardou* occupation if the work ers* skin becomes sanitized. A recent unusual cutaneous irritant was crcsotc bush which was bring used as a sub stitute flavoring agent. In the southwestern put of the United States it is a common weed similar to our poison ivy. Candy The bums aused by hot randy are com mon, often irritating antiseptics are applied to the burns which cause a contact dermatitis in some workers. Keloids or hypertrophic scar* are fairly common following caady bunts. Chocolate causes a dermatitis. Recently I found oil of cassia a frequent cause of dermatitis ip one randy plant. Stimulating Safety in Local Operation* Bjr HOWARD E. WAUGH Coordinator of Training and Welfare Anchor Hocking Glare Corporation It is a definitely prom fact that more bic by bro* &3oxc than mechanical failure. Since man h usually the unsafe factor In every acadent situsrioa. it follows that our problem of "Stimulating Safety in Loral Operations" contraus itself with the develop ing in each employee of an attitude of sym pathetic, cooperative Interest toward the safety program, tn other words, safety mind* 10 35tk National Safety Congress, 1947 edncv must become a sort of "rimft sense,1* 5. Safety Roles of the employee's partial. tnd tbe employee mast be brought to believe Ur department. j icddcat prtvtntsxt to the extent that his sopaadM with aS safety aahida is as* Efforts toward this end should begin luring the immediate pre-employment per* ad. When an individual applies for a job his Bind 2s pliable. He wants to work. He has nde application because he's heard somelung good about this particular plant, wbethr it's good wages, or working condition*, or a opportunity to learn a trade. Everything possible should be done to di* XL his attention to safety. Jumbo signs on t toed outside the plant on btarifc walk, llboards, water tanks and rrh to put SMI some brief message oC mfesy. An sppUadoa of this which creates mods leresx, is tbe erection of a luUcr outside e plain upon which a liferizc figure of a in. called Safety Sam. is fiJfj. Each uddenc free day be dirnbs one rang; After, an accident occurs he starts boa the ground again. Inride the employment offee afecy pic tures and framed ufay slogans can be hong on tbe walk where they are easily seen and several items at safety literature can be placed in cades or on a table to be mad dur ing. tbe time the prospective employee waits tor bk Interview. Outing tbe interview he should be given an opportunity to tell of his previous safety experience, whether or not he suffered any injuries, and. if he served on any cwusiuto, something of hh activity in that regard. During the physical otamlnadoa. the ex amining physician baa an wfflBwt oppectunity to emphasize safety and hadt up the Safety Director in atn-wing tba importance of reporting all injuries in the Iks Aid Roots. In our plants we go one step further and bdsre actually repotting on tbe job the pros pective employee is green a tperial interview with the plant safety director who explains: The Safety Director appeals to the em ployee's sense of hit play in idling him that safety { a cooperative dart and h fits of the fact that management is doing everything in its power to provide guards and safety equipment as well as toaprtas feedership, the nscum of the pragmas depends largely on the cnthxwhwtic support which he along with other employees still give U. If each person so far. employment truerviewtx, doctor, nurse, and safety director, has done hk or her week mO, we have de veloped in our near employee a sympathetic, cooperative attired*: width we have already stated k the fiat and one of the meet impause paints in "Stimulating Safety in Lo cal Opemfoos." We at Anchor Trucking work nnder the as sumption jtboi the fsn mm k the . a Im portant iudividniT la - the safety picture. More than goo of our hrrmrn have conpfeud the National Safety Caomrilk m boui "Safety Management Crm/wr tar Foinweii.** and k cads of our phns fevms meet reg ularly with the Plane Manager and Safety Director to dians nee only bares ife bm ways and means of bettering the program. I should like to anggac feur phases of ac tivity open to aft hrnusrn la the fine places every employee baa tbe right to expos, ids ymphijix to provide him a mfir place to work. This mesas that fore men mate be constantly on the alcct to de tect and remove ah physical hazard* before they result {n iftidtntt. Inasmuch a* bm warn regulations npresent minimum stand xkards, it b not too muds to a that all plants conform to prcvaillag codes of vywrifir re quirements tor eliminating unsafe conditions. Many plants go mQ beyond tbme require ments but tbe annual number of amputa tions and other prmanmt dlmhilirtex indi cates cooridcmblc work to be dooe in some plana toward the more effective guarding of machinery. A tomaau whose men are alert t. Safety Organization-^ (ita ptuxad and to tbrir safety respooribi&ty win have no committees) trouble in getting then to help him keep s. fenooil Protection-- (equipment need ,hk department hazard free. ed on the job) There h, however, grave dinger that this 5. Importance of reporting stint! injuries phase of our mfeCy work be omniiphnirsi!. and potential hazards to tbe proper In fact, some safety programs stop ax tbfe persons. point. 4. Advantages of Safety Program to him. I have said that to show management sis- (Ex. Full paycheck, and family security.) ceriry the guarding of machinery aadtbe Food Section n removal of physical hazards is ftsndamental aod fewM. by all means, be taken are of fine. Tbfe is not, however, the mat impor tant put of safety work. At the beginning we made mention of the feet that human failure was aQ important as a cause of acci dents. Oar second point, then, in tbe foremen's safety program b a omsdentious effort to ward the eOtofmrioQ of unafe methods and praedaz. lx feOowa then that foremen mnst exexose some control over the behaviour of men 2* they go about their daily work if they are to work safely. Foe example, many haulm could be avoidrd if men were shown the props' way to Hit or mirhinii it Hiring mean provided. Proper aitration can be directed to other ramfe practices, such as hnh<f to me safe guards provided, distracting attention of fel low wutfcuwa. running Up or down stairs at the end of the shift, horseplay, and so m. Forawn avast mob* a veal effort to know ihrtr men. Very often some pbw of an em ployee's Hfe at home has a real beating ou Ids plant behaviour. When tbe proper relationship exists be tween the *"" and Ids mew. ends po rn becomes a cmwime of one to watch far and help control iwfe A fcmnsn should make me that each of his men knows how to perform his job safely. This it the third point to oor prugiam and opens up the problem of safety mining- Regardless of how oacfc experience a new man mny hare; every depattment has its own spedal rules and be should be told tka at once as he starts bk week. He should be told that here is a plant that cansMcra safety as important aa quantity sad quality. He should be told rhat. to the words of the Bril Tele phone Company slogan, "No job is so im portant and no service so urgent that we oasot take time to perform oor work afdy." To do the job tight and to do ft safely, he man nut on)y know ethat to do but bate to do it. and atAy.it is done that way. So fax m actual job safety trafaring fe cob-. corned, the old familiar JXT. sac*hod. It Taft Him Show Him La Him Try lx Correct and Gonwead wh*M oamhiaed with a fnU hazards, k very good. of As soon as a new man k placed oe a job. coosldenble thought must be given to slak ing good safety performance a habit. Just as (hare are good and bad habits of all kinds, so is safe activity listed in our scheme of things as a good hab& and unsafe activity as a bad habit. Therefore; safe practices most be built or learned as habits. If the immedi ate scene U vex so that he tea and repeats only the safe way of doing a job, then his stimulus pattern has been fixed to the extent that be lean* the safe way as a habit. However, sometimes certain psychological factors interfere with the formation of safe habits and so preoccupy tbe employee's mind that adherence to safe practice* Is almost fmpcariblc. Tbe subject of Safety psychology could well oeosumr the entire afternoon but 1 refer to such factors as: Fear Worry and Anxiety Undue emotionalism such as anger or grief Mfptal and Muscular fatigue. These psychological facton axe responsible for a large per cent of the so-called "human failure" accidents and in a psod many cases the foreman is powerlms to prevent them, box good foremen and supervisors try to know- their so well chat they (care to recognize these emotional factors to time and make allowance* for them. The bat way of stimulating safety on the job; and the fourth point in our program, is by capturing tbe interest of cacb employee by Menus of an educational and promotional program foQ of surprise*. We can guard ma chines, we can fane rule books, we can train men in mfety; but our biggest job is to get tbe safety story across in suds a way that adi employee win develop an enthusiasm foe the program which will become con tagious enough to spread throughout the plant. Oor cooecn will be measured in direct proportion to the interest and enthorium we arouse. Programs should be varied fre quently to keep up interest. Many companies hare found that contests carried on over too long a period of time prove ineffective. By shortening the period, interest is main tained for the duration ax a high level. In our company oor bitetplsst contest runs six months. Any type of promotional idea carried on too long laws its effect. 1 remember bear ing one foreman say "f-push safety as often as I can think op different ways of doing it." Take for Instance tbe Wooster, Ohio, plant 35th National Safety Congress, 1947 where there had been installed a neonlighted safety sign board. Each morning the safety slogan was changed and cadi morning the Safety Director walked out through the plant with a silver dollar in his pocket. He would inquire of' *otztcone, "What it the safety slogan for today?" If this individual knew the slogan, the bright shiny new silver dollar was bis; if he did not, the safety director walked on to another group. "U, what's the safety slogan for today?" "Why--ifs 'WORK CAREFULLY TODAY AND ENJOY TOMORROW." Imagine how you'd fed if you didn't know the slogan. It wasn't long until all Qoo men and wom en in that plant knew the safety slogan lor the day and the total expense to that com pany was six doQan a week. There are a number of other ideas which can be used to promote nitty, some of Hum perhaps a little off the "beaten path" but which we need to use occasionally to interne some of our "lukewarm" people--the ones who seem tq be the hardest to sell on nfety ideas. Cards such as candidates use at dfftioa time can be primed, using the word "Safety" in place of candidate's ium> with the usual "X" in front of it and the words "Your sup port and influence will be appreciated" at the bottom. There have been cases where the safety director has lined up outside the plant along with actual candidates and passed cards like this out to employees as they Icare the plant for home. Many plants are successfully using slogans stamped at the top of time Aids, placed so that the employee sees them at feast twice a day when be or she rings in and out. Any brief slogan can be used, suds as: "Make this a rale day." "Be careful today, on tbc job and on the way home." "Make safety first and make it last." "Think--make your bead save you from injury." and many othsa. The presentation of a glass eye to an em ployee who neglects to wear his goggles is an effective way of illustrating what an eye injury night netn to Mul Safety pastas to be cieuiw must have three qualities; a. They must be Wd ttfl their scoria quickly.' b. They mast be attractive and catch the eye. c They mutt use poritive psychology. Ex.--"Wear your respirator and protect yotir lungs Croat dm." Never--"Anyone aught not wearing his respirator will be dbcfaaigod onsight," This latter type only builds resentment for the safety program. Our use of morion pfctmea and sound slide films is based on the theory that over fin per cent of our learning ennui through our eyo. AD of our plants have modem picture pro jectors and we follow a plan of previewing films monthly in oar c--Office* bH pawing the information along to the plants by means of monthly .preview reports. The best and more mwplwt ufety at-- catalog is the "National Directory of Safety Films" published by the National Safety Council. Many insurance companies and firms like General Electric and General Motors have excellent, safety films available to industrial plants for transportation costs only. There ate some stances, particularly in training season, where sound tilde films are superior to motion pietna. The best rramplre ace the National Safety Counalh revised edition of the ao Hoar Safety Management Coarse for Foremen and the recently completed to hour coqne for workers. Wc expect to have the to boor coune in full swing in all oar plana this bll. Nothing an compete with a good film to whip up interest in safety and fire preven tion and afrrr repeated <m we can definitely subscribe to the old Qdn*f Proverb. "A picture is worth a i words." One thing to always im--hw in seOing anything comes from an eld emay on sales manship. Don't utl things--sen the tfeeSx of things. That a, don't mQ hnolj atf! the joys of knowledge. Don't stB adranking--sell a short cat to profits. Dm we should say; don't sen goggles--sell eye protection. Dost sell tespitaton-Mfi lung protecting. Is short, don't sell safety-sal! a man his hitore, free from the pain and that picrotiable stddiB bring.. Food Section WEDNESDAY AFTERNOON SESSION October 8, 1947 Presiding; Cooks H. ffrax, Safety Director. Ralstoa-Purina Co. 13 Th High Cost of Motoring ByUC. SALISBURY Director, Safety Dtantoo, Motor Vehicle Dept, State of Wlficaxurin Hardly a day passes without our bearing tad news about the continuing rue in prices. It's no news to matt of ns that the cent of living has practically doubled since 1939. Some eoooomattt sty that increased ptodne- tioa is our only remedy. Others recommend a buyers* strike. Other warn a return to price controls. Although we as individuals may OX be able to do aniefa about the situation, we seem to get some consolation In talking about it. A put of the rising cott of living which we don't bear so much about is the high cott of motoring. The cost of driving automobiles - measured in terms of human life and tlmb. and property damage--is going up. Increased motor vehicle traffic, combined with careless driving habits on the part of some motorists, is resulting in an increased number of acci dents- And the cast of these accidents is more than we can afford to pay. 1 believe it is worthwhile tor os to think seriously about this raing cast of motoring. For, In the long ron^ it may mean more to us than the rising cost of food or booting Our very Bra-aad the lira of oar loved ones--are involved. Here k the latest news with respect 10 the rMng com of motoring in Wlaaxwza; The Safety Dtritioa of the State Mecor Vehicle Department reports that more persons were mtw in aotomobOe accidents lax month than la any other month thh year. Eightyright persons tost their lives in August, as compared with 75 during. tire same mooth Last year. During the pari, eight months. a total of 4SS persons lost their lira on Wis consin highways, as compared with 437 deaths during the same period a year ago. This increased death toll means that there U also an wnmtwv of Injuries, and an InfTrwirl number of wrecked automobiles, as the result of motor vehicle accidents eg oar highway*. Bat--ytsa may my--the Increased cost of mo toring doesn't affect me. It just affects those who axe foolish or careless enough to get in volved In an accident. While it is true that most persons involved in aoddents axe guilty of haring violated one or mote traffic laws, it is equally true that the innocent often suffer with the guilty. Our lives, and the lives of our children, are 00c safe as long as there are Ignorant and negligent driven on the rood ... even though sach dilrus are in the minority. Nobody expects to lose his life in an auto accident! Yet, in the'fint eight months of year, 4SS persons lost their lira on Wiscon sin highway?! AH of ui--sooner or later, and in one way or another--pay for our failure to solve the traffic accident problem. Buf Is there anything we can do to reduce traffic accidents? Won't we continue to have traSe accidents, no matter what we may at tempt to do about them? Has any good come out of all our effort* to promote safety on the highway? The reduction and elimination of traffic accidents is not an easy job, but there is no reason why we should become discouraged in our efforts. Not only on we do something about the problem, but the tetutih of the Safety Division of the Sate Motor Vehicle Department dearly show that we have done something about the problem. It is true that Wisconsin had 8S traffic deaths in August. It is uue that this is a greater toll than we suffered last year daring the same nomb. But there was a time when we experienced 116 deaths during an August month. One other year, Wbcoran suffered m August deaths. The records show that, although we are paying dearly for our motoring privileges, there was a time when wc were paying more. Even chough there has been a greater volume of traffic this year than ever before in our history, this year's aoidtiU toll is by on 14 35th National Safety, Congress, 1947 means our worst. This it encouraging news, and it teQs os that all our dbtts on behalf of accident pre vention baa not been in vain. Many pesos* are alive and well today bccauac tome tolls were twtaacd about highway xaicty, and because they did something about Itl This doesn't mean that our job complete. 'Ihe fact remain that traffic accidents and traffic deaths are again on the increase. These are days when the growing volume of traffic on oar highways will an ever growing (oil in life, unless we aS take an increased boenst in the job of cob* trolling that trafic. and pieventing the acri- dents which roult what motor vehicle traffic goes out of cootroL The state-wide program to prevent traffic arodents is being carried along oo three fronts. We fight accidents through engineer- inj, enforcement, and edacstfeja. Esgusotting and enforcement sue faigety the Job cl high, way engineers, enforcement offices*. and the courts. Bat in the field of safety education we all have a responsibility. Pint, we mint leans. Leata the traffic laws. Leant how to do things the right way. Leans bow to keep our vehicles in safe motoring cooditioo. Leant the habits of watchhxhtem, and the desur is of highway comtay. Then, we most teach. Teach oar children the pre cepts of safety. Take an active post in oar community's program to protect Uvea. Make ouaalvcs an faflveaoe lor cafe driving, by giving otbm an rrample of sale driving. The Sgbt again* lie tragic cam ot high ways aoddecta is a job lor all of os. We most do the job as if our lives depended upon k. Became--as a matter of fort-car Iha do depend apoa Itl THURSDAY AFTERNOON SESSION Octdbar 9, 1947 Presiding: E. G. Quuut, Director of Safety, The Borden Go. HUMAN EWCnigKRitgc CPtmol Diacmrioo) Oksnim Lnarfer-Ouzmma P. Mcffisiae. Ptrsosmcl Mgr, Mat Bwwlug Go. spetJfar-JL C. Havtx. Safety Eng^ Goad* Dental Waking Go. Board of Experts: R. C. Lxxtmxb. ladatrh] Relations Dh, Libby, U<NiQ k Libby, V. L. MclImtK, Employment flnyw, Qinfoa indnatris. loc. C. C. Rtmacs, Sajwr, Tnhbg ft Safety, EL J. Heim Co. RAt 1L ft"*"- Dir, Pboi Fttsonad ft Safety, A nhnair-Buicfc, be CHAIRMAN QUZSNEL: X *dA yoa wOl agree that the large peseesrage of the faSares in life eta be charged to poor judgment or poor fuuaan rcfelfoos. Likewise; the lasge per centage of oer ariftira cast be thatged to The trouble with biok of os, in diKffng the subject, is that we axe too general hi bar approach. People are propM-tintt tme; aad by and faogf they do pretty ranch the atrae things. Rmcct, when yon wudy these people. yon find that they are forth Meals and. farther, that each is a diluent UNiftaL Now, while three may be ramvy ri* agree to cmtain fanriaawish. in mrat emea they do not agree oo how Anetahnook aae to be interpreted. Therefore. It wonlA serea I we me w in* tree* people, guide sad cneemf cftdr tog into couaraqfw eftamk we have got to be specific in ear fmasaha and indrridnal in oar ipflnticn. MR. R. G. HAVEN: Of amt. I can dy Marti the very *h^i spots" sad a very mall pan of this whole problem. I wane to leave jo* a little *---*v whft yoa that X have oarri is onr ptutt that hat worked eat rosy wdL Before I give yoa tint very simple fccraaia. which perhaps some of you have mrf. I would fike to prepare year salads to malm it by wading a few relmnres pertaining to Food Section 15 the ttvad of managerial thinking and potent thoughts bearing directly upon the subject. Now, the he thought that 1 have gleaned from Carl Heytb book HOW TO CREATE JOB ENTHUSIASM- 7b* ofaEibe thing that strode rac He was yfctoj about the old "hard-bailed- type of hems as compared with the present- dry type of foreman and saperrison. This is vhat he ays: la toms of praakal bariaas operation this mean* that executives and torexam and ethos za poritons of wikrtty are having it borne la upon them with increasing .farce that to get work dooe ha today's world oBs for ranch km bowing and modi Store leadreship than it did la lb old days. Da we need not rest oar raw upon com-. pahmas. There Is a second and stronger line of nwafag and it would be valid if oux uoaomfc world were not to radically difienrt from what it was yesterday. It is sim ply this: Gooeera far human ndatfous fa piod bnafiacm It bra taken cvtlightmed ranipnoa soma time to reaHra that this is so, and, jsdghf from their actfoos, many peo ple with eaecsfive antbority erase still be oouTbxxd. f "Goaeon Cor human reJations is good bodos became it translates itself Into job eotbmfasm oo. the part of employees. There is a TTrmendaas opportunity far profit, as yet only ywraBy ndtud. availabta tn manage- rasas ia tht idea of miking people want to work rather than merely giving them a rfnaor to week or enmpelllog them to work." And a Bede farther on in hh book he sayv dfe "Earptojcm axe people. By and large msn- ipnret fa shockingly unminrtfnl of this vrey doMBQiy idea." Heyl points oat that many of the auprevbocs* and faremeo** croabla stem from the feet tha* the employees under them have no dtaace to captos their views regarding com pany potlcSes. Thou of tonne, he speaks of a reverse fTOcoimt; that k traremitting ordexs aad trquqts hi injiTiijin How many teams do we talk shoot the trirfa to the oojaay? Bot the average iarfirfiiuii fey Interested in the company. He Is lutiuial fat hinted!. Now. if yoa as show hfan that by helping the company, be bdps hlmwlf. yess have takieo a step forward. I personally fed thaf the point we should always keep In mind Is that, under oar form of economy, the basis of discipline in business it the exact reverse of the basis of discipline is an army. In an army, the emphasis is negative: scddlera are poairbed if they do not obey, and so they may often do what they are told bemuse they do not like what is apt to happen to them if they refuse. In barinrw, the nnderiying force is posi tive People work far rewards and not to avoid pomshmrnt. Heyl Cads oedov and policies ran best be mimLimf to employees through the super visees, hoc explains that: "Many ranpanire, however, were shocked to Cad through storeys that saperrison and -- - were poorly raved in the details of company plans and policies which they woe supposed to Interpret to workers.** He goes oo to my that: "Rcfalnd to this idea, of cam is that of lbe proper idcdoo of formes in the first place, uoc, as one executive pat it, to make foremen oak of good workmen who can holler the loadrer, swear the strongest, and threaten the most." That fa the old school. ( on remember, a kid, in Pittsburgh, in the Homestead M9I. when I used to go through there "my hair used to stand on end" when some of those fellows used to talk to scene of their helpers around there. And we still have some of that. Now. before getting to my so-called for mula, I just want to quote a few paragraphs from another hook written by J. J. Evans. Jr. General Penound Manager of the Arm strong Cork Company. The book is entitled A PROGRAM FOR PERSONNEL AD MINISTRATION. Re being* oat this my important point that people do things weD only because they want to, doc because they have to. "For short paiods, perhaps, human effort ran be regimented, legislated, forced against its will, but not over any great length of rime. Mas will remain enthusiastically asso ciated with any project ooly so long as they have respect far its odadnisoatfon. pride In its accomplishments, and pcuooal satfafecfioa from their own individual cootribations to the group cadaver." Now, I would like to emphasize that he says: "It Is an individual, not a maw job." Yoa know, feme people take fame with that idea- , JCGtS > *^*5--rT^ * i 26 35th National Safety Congress, 1947 Way bade is 19*0 in Milwaukee I beaid the upcrinladat of schools ay tint warn action defeats your- purpose; aad ary experi* ence to far has piowi list miaoL Mr. Qnesnei. you mentioned that in your opening remark. There are 00 two next alike. So, my friends, your fob a wporiwu is noc a Job of dealing with your men en mane bat 00c of dealing with than a individual*. K think we have got to realise ***In these preliminary remarks I have tried to convey to yon these four points: 1. is htxrmjivj mat hQIBO. a. The supervisor should be given an op pormnicy to learn Rinnan Engineering. 5- In the eyes of the woito, the super vim* is the company. 4. Your problem is one of handling in* diridnals. Now. let's just tarn for a mutate to the thought of the supervisor--aad 1 ass now getting down to my simple formala. I have always bad the belief-aad I sdD think it is true--that a supervisor is the builder of men. If be Is going to build men. be must know men. If be is going to know men, be must study men. And then, what is perhaps as important as anything, he must write down what be teams about his vodos. If you have 50 or 100 n working for you, you cannot remember the characteristics of each one well enough to deal with them. You must pot your thoughts in writing. The sucorns of your plan of dating with the individual depends principally upon two things: 1. The extent to which you learn odi one's charade 11st let. r. The thoroaghm with which you plan to use what you team. Now, I aid you muw write down what you learn. This is important. The wauagri, ays to me. "My bwma doesn't have tune to keep books on tins fellow's accidents.** X said. "If he dooa'i levs any accUnu, be doesn't have to key any books, does he?" "No; thath tme." "WeC. Uses, if that idknr is baring a lot of aeddrno, be hater begin to keep books on theta and find one bow. arbor, and sjberu they ocenr, aad dcssiaulae the one because that is the only way you cats correct the skuitfoo." Of a hundred men. you don't have to worry about 95 per cent. There are two and a half per cent that you must wouy about a little, and then you have that Inevitable two and a half pa cent that are giving you trouble aU the time. Hut two and a half per cent taka 2a tbe fellow 1 have In mind when I give yon this little to use. Now, suppose we pick out one-of these two. and-a-half-pa-crat fellows. You have got to talk to him. What are the steps? I. What are you going to say to him? . When are you going to my it 3. How are you going to say it? That is very, voy important. t would tike to draw Just a Uule parallel between tbe foreman and a surgeon. These axe nine very basic procedures that should be followed: t. A mrgtou win not operate on you un less be> has a case history. That Is No. 1 here too--case history. A surgeon knows a great dal about you when you go into the hospital. He has your cue history before he "sticks the harpoon in you." t. Before he operates on you be consults, if it is a serious operation, witjt somebody rise. Now, how many times do wc operate oo our men without knowing than or without having a case binary before us and without talking to snmsbnrty else about this man? J. A surgeon will net operate on you un less be Is phyririTTy and nwnnffy fit hlfftirlf, if he can hdp k. We had better ctwrfc unndwi before try ing to operate on somebody dse. 4- Have the patient ready to be operated on. , When yon find that monk mind is not dear and he has a lot of trouble to worry ban, help him over that trouble. Forget what yon woe going u> my to hist. Help trim ova the "faussp.** Tomorrow you can talk to him, or the box day, but today help hitn ova Us troubles. 0 pa warn Urn tn vwpnnd to certain things, you should first get him in the proper frame of mind. $ Then yon most know bow to operate: You will know bow to operate if you know on whom yon are operating. . Then yon most know where to operate. Yon should know the things yon want to talk Food Section 17 u> him about, and have them aU written down in chronological order. 7. Be prepared for an emergency. Perhaps, when you are operating on this fellow, be wQl "get his bad up" and "get Bad," A good srrgeoo is always ready for an emergency. He has the adrenalin residy. You, too, mum "*lip out from under** such emergencies. Once you "get mad" it your man. and be "gets mad" at you, you are laving a acsr that will never be erased. ft. Then you have the pom-operative treat* merit. After yen operate oa him, you have got to watch and see how he is goring along. 9. Then you have Use repeat operation, when It Is necenary. 1 font mfipcoc you folks have any of these people that have to havetbe second opera* Uon. t suppose mem of you follows jut ted him and he goes ahead and does h. CHAIRMAN McBRIDE: X chink that we should mut off by asking Mr. Clyde Bud* dick of H. J. Heinz Company to nifo a ten rwoinwiWs on the talk we just heard from Mr. Haven. ML C. C. RUDDICE.- If I were given the NspooribBity of tbe etectwa of superfine*, I would select men after thoroughly rating them to wafc* sore that n<v qualifications include more than just tbe ability to work bard or to know tbe technological phaso of their Jobs. Among tbe many phaso of this pre-fore man program would be the subject of Human Engineering, which would be a *oy Impostaat phase in the final selecrioa of candidates far foTMBiWp U the candidates went through the entire program and didn't qualify in humsn rela tions or Hasan Engineering, call it what you nay, they would be politely but firmly dis qualified from"any future pcogresdon in the wpculmy ranks. la this general course of training I be lieve I would set up a course of training which would tie is definitely with a good hntJj: on the abject. A series of nnfqtace or discunteu meet ings would be set up, and they would be timed on the cadre text of this book. One book, of tbe down* or pmrihly hun dred* which have boost published on the sub ject would be selected. susd without discredit ing any of them, became they are all good, I would select ooe very recent publication entitled LETS BE HUMAN: and X select hs It appeals to the interests of superrisors, extroverts as they arc. It fcm't thick, but it is a semi-humorous, cxtlooa type of presentation. But within the confines of the covets of this partiorbr book 1 think you would find enough good' points in Human Engineering upoa which to base your particular discussion meeting*. la the presentation of the 1 would include the seven basic points which the book covers; 1. tafn your self-coacroL a. Appreciate and praise. j. Stress rewards and avoid punishment. 4. Criticize tactfully. * 5. Always Urien. ft. Explain thoroughly. 7. Consider your mcnls interests as you would your own. Now, rads of these rules would be de veloped modi snore fully than I want to take time to develop than here, but tbe following about those seven points will give you some idee of the contents of what this particular port of our training program would cdto: t. Self Control. The control of oundvea would include the control of vanity, temper, tongue, likes and ditlika, emotions and thoughts, a. Appreciate and Praise. It Is not sufficient to appreciate; but we must t-spic that appreciation and do it tangibly in praise: Tbit rule could be aptly exprened; Recog nize, appreciate, praise--conditions, individ uals, families, abilities, hopes and dreams, g. Stress Rewards and Avoid Punishment. Repeating the words of our main speaka ^ people work harder for reward than they do to avoid punishment or the consequences of a rule violation. Rewards, advantages, advancements carry tbe most weight with the most people. 4. Criridre Tactfully. Everyone lorn to "dish it out,** but few on "take (t or give U" property. Avoid criticizing if possible to accomplish par ends in any other way. If necessary to critidte, try Co keep your self off a pedestal, aad always la private; Use praise ftnt as your gua" and instill confidence la his fatore accomplish* meals after the interview is ova. 18 35tk National Safety Congress, 1947 5. Ataaji t iimi A good fincwer zardy says the wrong thing. A pod boa it always a food bstrner be* mar hJ fntiTurr talking. It gets the bote ykrima m is Ac open. UA pBaaBy ik ip che tutpomd for the one topic ol " 1 r hot dot to think, weigh for the --Inlying awa. t Tloicpiy. Give year amorime* all the Inlansmtinn yea os about the company. yaee sea fad She bfihdpd put* am in year pitwabr unit. Civ* tarput the of instance, of leaf mot chan jae a cog Give mlonatioa promptly aad thus file grapevine tad. bat get the lacta aad then supply Am. 7. CowMrr yoar aali iaitxat u jm would your emu. Rata the eiaasa hwat of the sea at Be prapeabe for domed p and pnaodn of yoar subrndfimim. Giro erotic hca credit it dec Quickly tesoee the phpieel hnudt which year people mey be arodtiog. Keep aa eye s the hnith ei year aad be .......mid ahoac it. parable pobUeatioa. said 1 for a good ~ gineering. Incidentally, would be given a copy of the book npuu which this Stile tnhhf poctofr vooti be based at tbe cod of the aeuiae, CHAIRMAN MCSRU>: Mr. tfrlfalfrsi, would you care to add a few msiarmiT MR. V. L. UdfULUN: I ws partita* bdy uioated hi one phase of Mr. Havcab talk, and that b tbe effect of a good caployee rdatioos progotm oa a public nb* dons program. To met that Is very important, and,-I as really surprised that seen " ~~ ** public rdatioos so lightly. For eiampir, In order to otle my point, let's consider Company A aad Company B, m trill aQ theta, both opmatiog in the amt coausmiry and sum up the cad remits of their operation*. Company Aba company with poorly de* toed labor rthtion poF-'t, poorly ddEoed company poor nraas of mammfai. tits and interpretation of tbe policies to the whole organization; working caoditiooi on* favorable, sanitary ondkiaw osfevosabfc, poor tgtctg I| /atm. tMup tfaat go into tht which comprise than unfavor able cooditioos-and apparently tbey are not doio| a great deal is the line of safety to safeguard che health aad the "** of their It b only logical to assume, setting wages arid* otbdj, that that group of cugfioym h.going to be a dlsgnntkd gnwit with ---------a kind weed tor r*--' ------ ' tbey raanufac la pebUtv they generally are "fcnotl at" ,u>d tin "knocking" Is genemlly deoe agrimt tbe company by whom they axe esplojwd. Such an attitude and such a front cannot help but have very detrimental effcaz not Qdy to the company bnt to the oosnmdty 3a a whole la which the operations are car ried an. New. lal mrwidcT the c e of Company k. They have operated for y timhufy high wage standard best on perfaap a standard wage sole which would be pMiridcTuI adequate for che oossaaley. but they have very definite poBda by which they condna their barium and .dwlr rcla. dona with their employes. Throe politics are dearly defined m that every member of the supervisory Riff h able to interpret tbes iauflipotly to ife nut aad file. Naturally tbe employee* fed they are a part of the orpnjwtea. They arc zeotiving doe cunridmtlou bus their ssrogrroexu, and from their mpervasoes. Thmt, h addition to thsc Ahg. tlwy few done a got deal fat the manner of ryV4"g ooriAg awdMcBi better. They bave adoqaate washroom fenw. adeqimte Hgbting; whosever prsflili they few ii<Mi3 man* ual handling of rnifcrtab; and. in addition to that, they undoubtedly have been very carcfal with tegud (oAdrap^WKittplog it In mfc cpmting rondukci aad doing Food Section 19 everything poorifale to advance their safety progmm. Those employees, whem tbey are out in pobtic, are going to have nothing bat kind thing* to my about the company. They are pang to take pride ia their Job. Tbey ate going to take pride is the produtis they oanofectaru or help and they ut going to let the world know tbey are working for a good company. Mow. what Is the result of that on the nfsHnrutifp of the company is tbe com* nakfl Let's take, for example, a community fed* oaths. You sy not attach such impor tance to that, bat I believe ihtmly the a* tss of pextidgatioa ia any community en deavor in any orgudzatioa h a very good barometer of Jam what kind of rdatioos that company has mmg its o^ptojnm; and if you have a company where tfe employee* mate to tbe support of some inch drive lor fumk, sods as eommunky federation, without any contpehory memora bring taken or any browbeating, it is a very good indkatioa that thorn employees are satisfied, They want <0 go along. They want to do what they on to make their company kwh good. X say again tbe effects of a good cm* e relations program has a very definite a. . derided effect upon not ooly tbe toopiny's operation {a the onmmanity bat poo* ubly they stem still farther into the sales field. ML RAY M. SEEKER: Mr. Haven said *bm days" axe over. X pan Mm that Is one. Bat you stQl have ptanm where that type of hem is left. I think you will all agree ia that. You have the "slave drives" to beat the uo to keep ^ old pmetattion going high. Tbat is tbe plant mperinteadesth Job~"Get ft out; let's get prog" Oa occasksw. where yoa have a man work* ing in a department, be Just woq'C work. He doesn't care to wcuk--h* doesn't cue If he ever goes to work--hot be goes there because he bm got a family to support. So he dotal like Us Job. Bat hh not Us Job that's at fruit, it's his foreman. Tbe imaoa It is his ts mi in is became top management didn't have a training program. That is tbe arovror to it aB. You will find that if this mas ia moved bom' sue department or transferred from me department to another deportment with a fotemaa he tikes or aa get along with, who is not bull-doting him, coostantly "driv ing'* him, he will pot out production. CHAIRMAN McBRXDE: Mr. Lcttner, would yoa add a few mmiynn, please? MR. R. C. L&ITNZR: Now. this b a safety ocoferenoe. I suppose many of you men wooder why sock emphasis has been placed 00 peraooality adjustments. Ve aS know that Industrial safety when it first came oat placed fra major emphasis upon adequate safeguarding of machinery, proper working coodTriocs, and so fettb; and it has only been within 'the lam few years that socb subjects at aocKleaf pcooenm and bow to the exDpkxyee who cm* tinoc* to repest an aeddeot have (men studied. la studying that individual we found be b mbject to a certain group of futon. and these (acton cause him to respond in a dif ferent manner at different timet. We know tbat they don't aB exist in tim nine individ ual to the same degree- Yet. we have to study them if we hope to improve our safety rec ords ia our individual plant*. I would merely like to emphasize that in* dividual mfecy can never be fatly attained if we devote ourselves odnsively to improv ing working conditions, mfegnasdlng equip- nan, and so 00. It has to be done on the bads of Individual study, on the basis of iodiridaal Iiwm employees. MR. NIXON DeTAJtNOWSKY (F * M Schaefer Brewing Company);' I would like to ask Mr. Haven and Mr. Roddick a ques tion ia regard to rewarding tbe employee for good work mfer than imputing discipline lor doing tbe wrong thing: How do tbey (cel.about awards for sole work, individual safety awards? I dent mean a piaqae for a department or sorarihing tike that, but an award to tbe individual for working safely dazing tbe period. How do they award them, if they do, aad is it a cash award or some, thing of that sort? IOL HAVEN; We beutBy beBeve In the award pbn. We dook believe in the penalty For inside the plant we have our inside contest* to reduce Imt-time accidents. The rewaxd for that would be in the fen* of in dividual prises to tbe employee pin a dinner to the winning bakery. There was no money involved. We do not bdieve hi cash awards bat we do believe 20 SStk National Sofstj Congrats, 1947 the C, firl.McDirti Bw Ak gtoea pdn g( ndtoMdd Ak fctoiaUtf They to* i anii| they pa. malm pdw. tot UA way. B the mm to Mr mnr rT~" --` '*" *--------- *- ^ f r*Vj kh his id k IA ihr Imma ! Att f they to to aB toad oaip tan mlctx a*y prix Atf bakery tony the bat teeood gem a Am bntoodi, whichever the aw of he. CHAIRMAN QUSNZL I thh*It wtod be interesting u kmr if anyone toi hd aito m uidaeory amid u oplojca friw ft pasonal injury hA, where they irad theee men every yar far working safely tft tbdr plants. St has been s quodoa which has >**" diaoiwnl pretty widely at every eonfaeieft and no one has brought up a mttoCactoey answer yet MR. CARL CLEMENTS (National Dair ies): We don't know yet--we axe just Matting on a program of awarding safe workers in the plant. For yean the driven have received safe-driver buttons, watcher, rings, radios, and the poor fellow in the plant who ha* worked safely over a period of years has been getting absolutely absolutely no recognition Cor his nfety achievements. Yet. your corapmatlon costs, if they an- pare with outs in our company, wiB raft about four times what the cost of our aato- mobQe accidents are running. So we fans worked oat a program. As I my, I don't know if it is satisfactory or not We are Co give the employes a button for ooe year ofsafety wurkmg: at the cod of two years, he gem a no> year button. of the fmoto. If yea had the t-r*- U weald be a 'em and dog" ffht right now. So get the men ia these atone and get ha ride of the story. Maybe his hae We to'i too happy, or he may am tts the wart. He takes the job jot beams be hm to make a living. If the man doesn't Ac ia. 1 weald even suggest a tiinrin to inwlw dqmtnuu, but I would first find oat if the foreman to it (holt. When a new employee comes in. he it in terviewed by the employment man, who should find out that if he to going to be happy. He should have rsphinrd to him the job be to going to take, and find out if he a going to like the job even before be Mam. There Is no am to train him tor a job and then find out that the man to not "eat out** for iL MR. RUDDICX: The modern w^pt ot industrial management leads me to the opin ion that the good safety am, the good train* iag man. thegood permnod maa to Mifeily 2b as advisory scafi spot. He should not ob> ow the ftinglous of the supervtooc. If be ts good in that job, he will-enable ito super* visor to handle hh problow st*t, at the supmvtout* request. posfhty hoodie the bok Food Section 21 bMMpmuae asm tor him---but only at his HfBM. And I would divert all the activity m the sspervhtou Haft beause you are goieg So Am them away from the feeling Am As ase a pen of management. I think Ato Am fees the (cadency in the paM--to ntosT* amer ao then and develop their dig to hofie problems as they come up. M. fllSU Wh are hiring or bringing m ear company a group of young college gatomam. mglaams, to train them for super- 1 lo amt ttoiW he to . Me Abb he knows hk tit need this training. Bat came over that superintendent's face. But he remembered that you should preserve your line of mperviiion. He recognized be was MoS base" in trying to show an operalor something that he was not too sure about hitmriP. If he did have anything to correct be should have talked to the foreman aboat it. That foreman relationship must be kept acred. MR. CHARLES MOBEXC (Kraft Foods): Since foremen are selected as fetesnen for a wry special reason, why does Mr. Roddick recommend training fotanea? MR. RUDD1CXL* That to ooe that to often asked because adults don't like to be edn* v going to ult him ' problem to ooe of i brought 2a and yet i of dm old line Ito hod a am 1m which ooe of our taper* toatow thorn the CWaga afice made a vtok ao omc f omt pfantt. When he notfoed as upqator am ooe of the ra+rtiir*** doc going as rapkfiy as hr thought she ought to be. be get her aode and said, "Here to the way you ought to do itT--bing, tdng. biag, ootIng both arms like this (demoottxating). It so happened that the cost control de partment had spent a long date developing the bmt method for that particular job, and it called for *hf operator to osc one hand to Sip the item '"*1 band and relay it that way (demons*., -mg), but the superin .rvdenc wanted her to go like that (demonstrating). Here was a Sop level supervisor disrupting the morale at the plant lad In going through the plant, the industrial retaiioos man happened to catch tight of this incident. He is . aggressive fellow. He realized. *Tve got to do something here. I have got to mve face somehow.** What he did was m go over and tap the superin tendent os the shoulder aid my. "Have you 1 would like to have you meet so and so." He got Mm away from this operator, and be mid. "foddeotally, this foreman to charged with the mponrfbaity of aB them women. U anyone to Mt doing the job property, it is his job to tefl that woman how to do that job.- Wdl, imagine the look of astonishment tint Maybe our approach should be In a little different dhmhiB. but toward the same goal. 1 firmly believe that you should base your Uauring on the premise that the supervisor riO be helping you to mt up your program. Show him that be wiB be assisting you by Ass iliinnsinn--helping you to -solve prob lems. If you approach your supervisor in this way I think ha will be mere Inclined to cooperate and not get the r-riing be to bring educated. Get him to he^p> you and offer to help hhn. Z think if you do that, some of the reluctance to be educated or trained will be removed. HR. NELSON (St. Fatd. Minnesota): Most of the talk here tbto afternoon has been about foremeu treating their employees in a little more humane manner. What 1 want to know is where does the safety maa fit in? How docs the safety man help the foreman or supervisor treat these individuals and act a little more homandy to them? HR. McMULLEN: I don't believe that to the safety nan's duty. I think that to definitely a --*w of train ing which should come through the train ing department for supervisory mining. 1 don't believe the safety aaaa la any plant can direct or era attempt to direct the activity or the handling of the employee. That may sound a little blunt, but I be lieve if he attempts to do chat he to going to find hi a "kettle of hot water" all' the rimr He can advise on safety problems and tty to work with the foreman in that way and perhaps try in a perMissive manner to get the out of the frame of mind of saying, "Oh, the heff with that. If he to dumb enough to do as operation that way. I 22 35th National Safety Congress, 1947 let Ml" get hurt-'* He should at do date at* leapt to take any put of the actual super all the way through. Then when that knife went back it would take his finger off at the vision of that foreman away from the people who weed supervising. first joint or second Joint. Sometimes he would only get a little nip off the end of MR. HAY (Mas* Incorporated): Should he iris finger. then direct his intentions as an influence oo I think yon wiB find that many of these the training department and put pressure minor accidents ire potauiaHy serious aeri- these for proper training? fhmts- The fellow didn't have a serious acri- MR. RUDPICXi I think he would cer dent as be sms jot lucky. He didn't gee bit tainly be Justified in asking for the coopera finger all the way through, tion of any training that be might develop out of a situation of that kind. I believe it is generally true la awe plants that the safety director does not have any actual authority. He works frith every super visor and every department io the plant and lft with the employee. Therefore, any prob lent be hat should be taken ap with the de partment supervisor concetned. He should consult with fata, and from there on out it is the supervisor ''bell.'' ML QUESNEL: I think you are abto- lutdy fight. I WnV fandatpmuatty the causes which re mit in first-aid cams are the mme muses which result in lost-time accidents. It is Jon the question of severity, and I dunk tHnk rt should get severity sad frequency mixed up. We have io oar company a policy of having all the lint-aid cases lvpoiwil on a teeid blank prepared lor that payom We want MR- HUTZUCY (Campbell Soup): To get tad to bow a mfety man can bdp a fore man. I 'should like to add that yea find uumy the cause of that fint-oU fejosy investigated by ifac safety committee awd Itanm W Ita manager of the plant In esdex to prevent a times that people in the plant wH say some thing to the mfety man that they w01 not say to the foreman, reperirion at the setkfenc. which In aO prob- abdicy may be low-time ariikis or a losttime erne. MR. PARSONS (Carnation Company); Do So. fondemexualTy, I drink the guvs are the same boots exist in causing lost time as jwt about the same; only it is a quoting. as those found in earning minor first-aid cutf Mr. Haven ujs, of lock ac ts whether one MR. UETTNOU I dent believe they do. Frankly,* the same set of factors are not brought into play. is a first-aid case and the utbcx a kd-tiax accident. MR. O'LEARY (Com Products. Rrfiahg I think if yon check over the statistics in a plant, invariably yon will find that the department with the most lost-time ana will probably have the lowest minor first-aid In juries, and the departmmt having the higbe* Company): I would l&e to bra thr Beard comment open pnstfchaNmt of the isjaul for violation of a safety rale, er ymUent of the violator at a safety safe in fett s teas arias fe mm inul minor first-aid injuries oftentimes wiU have I am sore that Hnaem Eaghsahg fe s the lowest hat-time retard. reward. X am me due mam of yanr asm- In other words, it tends to show there are puie bare dfedpthauy actio-- wilmn up different boon la operation. Just how and in year anted contracts or rules. what those tactoo are, I am not aide to my. I just warier what the risanl hi whb MR. HAVEN; It seems to sue that the po regard to dJwdpU--ry action u> take opium tential is there. the violator of a safety rule. We used to have many lost-time Scddfflla in one pezticalar department. This situa tion has since been corrected. In that divi sion see had a machine composed of a knife that slides over another knife- On the top there sms a broad piece of seed with fads that would get dogged with dough. There were also holes on the under-plate which moved across the top plate. When these plates registered, the fellow who sms digging the dough out would sometimes get hat finger MR- RUDDIOL- I believe the safety capneer or the safety tMtwm a* be a good maple. There it not umch he on die In a direct way to help the fortmin in Ufc Hu man Engineering problem, bet fee can be an example himself. Cotainly wbm fee gjufcii with the forrmin and advises him m his piubfenn, he can. of anna use the techulqom which we know are --erect. 1 bcBeve in that way he os bdp the fa-- to realise the bettm approach. Food Section' 23 Now. as to dnripMnr. I think if the mfcty engmeer will utilise the meant at his dis ably you would be justified in some sort of penalty for a wxUnl violation of a safety rule posal--the forms be mka up for reporting or any other rule you nay have. icodents, the investigation which he tries MR, CROFT (American Maim rrodnm to get the mperrisan to so that they are taught causes--I think these devices, such Company): We had a case out at the plant concerning a young fellow about twenty- it reporta. out be so rirrignM to weak in three years of age. He was too young to go Human Engineering and indirectly have a ta the Army or, rather, be got a job in order bearing on the fomta'i approach. to keep out of the-Army. He was tiled about fur example, about three or four years ago seventeen timet for violation of safety rules. a chap from Carnegie Sled introduced a He was is a truck ooe day with ooe of the cause coda, which wan the basis of ann fellows. Although be was not driving, he put Coming accidents. Noe ooe place us that Iris foot down on the gas and caused the ause code was there any room for cudca- truck to hit a cotmxucriea shanty. There urn on the pan of ms individual. It was were about, five fellows around that shanty. based on the pcearire that if the employee Fortunately they escaped injury, but U could does something they are liable and ife com " bare been quite raiws. pany respondhie. Tbc-employee h liable be That, to give you another instance, this cause he han't hem propaly trained in the fellow was throwing snowballs one day, and correct .method: be has not been supervised be happened to hit one of the fellows in the proper- face with ooe at them, a feUow who vas in So I beliere we can do anvsy with the need a truck. ii> aoddeoo it we gear our program toward The "psy-off" happened about a month cause djanheatioe. If we get to the basic cause*, wherepossibly management is at bait, r the supervisor. Use other worker, or pos sibly ' the auitndes and the other psycho ago. He was working in a special construc tion guq on the fifth Bow of % refinery. While he was op there he took a hundred pound paper bag, filled U with water and logical approaches in the individual, that l threw it down cm everyone who came up oo think we will do away with the naccauty for the elevator. So we fired him. itiripWw* uri redoar oar frequency sawed- UK. UcMULLXN: t think definitely that **rMR. OLEARY: If yoa discipline the area the time and the use of the penalty for the violation ot a rule depends entirely upon for ifeumedB. failure to repot t oo time. the degree of the offense. Waving the job before quitting tiase. coming - I believe in oar plants, after tbat first otW inlotiatel and so oo. why dm discipline tense, the man would bare ban fired right them lor violation of safety rules? there, because it was serious enough, and be ftOL McMULUEN: la my opinion to dkripline s man for a violation of a rule Is quite aivlwi' thing Smw disciplining Mw because be has had an aeddent because of a rfoUtiom We are very math against peoaltia la 'ok of affHtoL We fed that the man has already suffered enough by virtue of bis accident, and anything that we might do in the way of further punishment fe only going to build up rawaat and ill will towards the com pany or cowards his supervisor. We fed that no individual it going to de liberately go Into a plant and injure turnself. ahhough tboe'aright be a lew Isolated cases of that, sod, thmefore penalty punish ment for an anrfcimt which has actually oc curred Is a fob bit out of order. But when it comm to Insisting on observance of rules, was wilfully endangering the tires of five other people. It was -serious enough to in dicate that he wss an irresponsible person, and I desk believe vre would follow U along very loeg ae that basis. Now, in the case of a minor offense, we would probably give him a warning and al low him to stay oo. But when anything directiyjovolvcs human life; S don't think we could "ride along" with it. I thick the attitude of the people who pay the compensation would have a lot to do with the ase of a man who anna in Intoxicated.' Certainly they would not pay compensation on suds a case without fight ing it By virtue of the (act the man goes ts work when intoxicated, I think that is vuAclent grounds for discharge in any plant at any time. that, again, is another thing. I think prob MR. CROFT: We dost let him work; we I 24 35th National Safety Congress, 1947 send him home, Bat wc can't coosaally keep sending bone. Oo tbe other band* it you fire tun. cber my, "Wdl, ibe GeOmr 5o*t bit ana here and that U tbe my you treat him.** UR. UcMULLtN: In our case, we send thro home. U (bey are intoxicated, we send them home before they get late tbe plant. If they should happen to get by our watch* mac and report on tbe job, we nay even send *bewt bone oooe or twice, but the third time-4 don't know. I think we would gel rid of him. . Mr. Rnddid. you agreed with Mr. Haven that special emitting and refection should be given the foreman, and I believe it was your coodorion be should be mk to tend this book, ML kUDOKL Of course; if you have a lot of who axe illiterate and cant scad, X ent help it. ML BOND: llr. Roddick, the avenge level of education h pomlbly the sixth or seventh gode, and not ooe in a hundred reads anything more than the morning paper. To give a man wacthfng other than the latest novel or detective story and expect him to tcad this rather heavy phBtaophkal ploratiou seems to me le be asking a great deal of tbe foremen, is our phots, anyway. MR. MIbOlCX: Thu is a good point. Oar (raining man in ooe of our factories hit upon that idea, too, that Insemen do not like to read. He asked the same question: How in tbe world are you gotojg to get them to read tbe union cooerect and know what is in it! I thick the solution found was a good ooe. and it might help you. In all serkHUoeac now, be devised three my carefully planned conference* with groups of foremen of the plant. There are about a hundred forcing* in this plant, and be talked to them in groups of about to eighteen pexaoos. He split up his contract booklet into throe parts and broke it down into outline form. Some of us helped him with it. He had conferences, and he took It piece by piece in tbe fog, He found tbe individual* who could read and had them read a particular point, and then be had tbe rot of the fellow* listen and dis- cuss that point after it was read. The personnel manager did not conduct tbe conference, but be bdped to make, up the outlines and tbe conference leader wrn instructed to inject tbe rrfnrfplrt of good employe relations imo the illsnwlwi about tbe oontntL It proved to be very tfenin. MR. BOND: That b ooe way to do it-- bred it up is easy "dose*"--give it to them little by little. But let me ask you one more question about book reading. Are you going to force this on tbe foremen new iu the plant or thorn whom we hope might be foremen in tbe future? MR. JtUDDIOL That is a good point. 1 guess maybe I didst make lint too dear, but I bad only is mind tbe performaq (reining, before they bqaac foremen, select' lag tbb group trod putting than througb (heir pxca as a testing medium as vrril as a training medium. Do that before they be* come foremen. If they do not qualify, they are "out" X would get that leak up a bit. If I were you. MR. BOND: Became a mas foiled is one ten, ke.ii "out** as a foriTiii Bow many of us have failed la some test but brer came back and were able to do It became of tbe knowledge of figure? Are you going to dis qualify trim entirely became f ~ this one bthne} ML R.UDDIOL Now. a penou who bib iu qualifying as a supervisor, soioosly, may be a very splendid type of individual, who would fit Into tbe organisation somewhere. I honestly believe if. be does not have tbe qualities he needs for leadership and human aodemaadiag to be a supervisor, then be mry bare some other outstanding qualities-- pemihly ability in sates or advretisisg. and so on. You may be able to nse him some* where else. I would suggest. Instead of `"kick ing him out oo hit eat** or tHKpg h?fw he is no good, that you help him as an individual. Those of you who went to the early mars* tng dare oo Tuesday must hare been imptv--ed. as Y was; by tbe remark* of the speaker when be odd. "You don't discipline a machine by refining to od It or grease it just became a part is not fanoSoalsg, and you don't do that with an either.'* You have got to enusidcr men as Individ* oik First, select or fad out who they are-- and that Is one way of finding thou out. When they foil, three b something wrong with them as for as hroaiwhip is caocowL Then week with them in a humane way. Con sider tbem as individuals. 1100 2f N 3bmbictimA 35TH NATIONAL SAFETY CONGRESS VOLUME XII - INDUSTRIAL NURSING SECTION NATiONSL SAFETY COUNCIL, INC. 20 NO. WACKER DRIVE CHIC ABU e " * Foreword npHE Transaction* of the 35th National Safety Congress and Exposition of the National Safety Council are pub lished in 29 volumes. Volume I includes the Annual Meeting, Banquet, Women's Activities, Index to all volumes and of Exhibitors. Volume II contain* the ASSE Session and tbe Industrial Subject Sessions. Volume XXIX contains the Early Morning Sessions, "Psychology You Can Use." Each of the other volumes is devoted to the sessions of a single section or division of the ConnciL The transactions are a record of the proceedings of the Googrcss, condensed and edited for reference purposes. The complete original manuscripts, many of which contain charts and illustrations which could not be reproduced here, are available In the files of the National Safety Council. The National Safety Council seeks to eliminate from dis cussion matters not pertinent to the aims of the Council. However, it cannot accept responsibility for die views ex pressed at the Congress or in this record. It is expected that the new format of these Transactions will permit wider and more effective use of the material re lating to various fields of safety. At the same time, die whole set provides a complete and indexed reference work on all phases of accident prevention. THE NATIONAI. SAFETY' COUNCIL 20 2focth Wcackar Ddr* Chicago t, IE 3- 35th National Safety Congress Transactions ns VaL Jbaad Kuteft Bcnqiwt Woman'* ItltiMli Zndoac to oO VotaM and KiMhtott...........................................1 flMMlrmi Soctotr cf Safety Eiiylnaw and 9*Mnrt 8*tofc--. 1 Aircraft jfaaufacfarfog Sacttop.................. * Air transport 8*c8on.................................. Aataaottr* and WbcMm Stop Stcflon. Cwvnt and Qacarr S*dfcwi..................... rmiiinwrlal TWrl> lirfflnn................................................ A Cuwbm'Bffln S*ctton .....................................................................--19 Food Snedoa........... 11 Tntfa*iVri Hnaiag Soetton..................................................................It Maria* toeddo.................... ...........'........................................19 Moot Foddog* Tanning and lorfur bdakto Sactoft........ U fffrtnto flnrflnn ..................................................................................19 Habg8adkn........................... .19 Favor and Palp S*efloa........... 17 Pntrnlwnn Socttoo . ........................ -.....-...>9 OBlWoo Soefloc ......................................................~-99 BaflroadStoring .......................................................................................Jl TxfO* Saclaa..................................................................................... Traffic flaring.................................................... 94 Wood Fiodurto Strife*.............................................................................* FamSaklr .................................................-.......................................99 Hon* Safety.......................... 17 ftrfc^nl and Onffegt Snaring*...............................................................99 hycfelogr Tom Cem Tfeo gfldr Mooring ffifewo)........99 pbicss or mu gores or qbxvidoal voujmes ^SS** TO MQOQ5 siofempia ntioffcofiia too to mmfit* mwotmt Law tht* 14 PI-- 1 * l4W4tPto' ** " $ 4 L J* ** OWftFT*- *" * ** owg* l*W 4* 45 " Qmptac sec mi Tninrerrlnm (** $-***aa ** *s 45 " J Jl*. JW> " # <45 * NON-MEMBER price* dDofcfe npbrr price*. Industrial Nursing Section Erecathra Committee 1947-1948 * CflKml CMruren-MRS. HAZEL LEEDEP, RJtf, Thrlmsiry Pulp Ik Paper Co, Eaukauna, Wto ria-Ckmtrmmn omd Mcmbcnhip CArermen--ETHEL BURGESON. fLN^ San. Roebuck h Cos, Chicago, XEL SnmltUer Sditor-MYRTLE MONTGOMERY. R.N, Liberty Mutual farennee Co, Chi cago, DL dr-HSmtm f*Hw MARGARET LAOEY. RJ4, Chicago Tribune, CUafO, UL; DOROTHY VAN CGICDY. EN. Ptoreb Tbof Co, Los Angeles. Calit; ALICE PALMER. JLN, Tnm toadi Air Um, La Gmalh fldd. New Yorit. N. Y^ MILDRED DUNN. 1LN, Mmk k Ok, toe, Unf. N. J. P***d* Crewtone MgAH PORTER, RN. (Cfcainnao). Onto hk Co. MOwaukre, VkjIIII(KNABLOCS.LN. Wisconsin Scale Board tit Health. ToilwWitit Hygiene Unit. Mtoto. Wu CLARA E. STAUTNER, RJf, Inland Kambctsdsi DtHrioa, General Mm Orp, ZMytto. Ohio; MRS. GRETA L. SCOTT. RJL, Mercy Paper Go, Ltd, Urepat. Nm Scotia rmgmm r--I* LUCILLE D. KIERNAN, RJL (GhaFnaaa). Stawbtd OB Co, Whiting, UUjON. IN, Kahn Clinic. Hsaunood. Iad,; MRS. JOAN TOOL ItN, to* * mrnrnM Co, Cfenga. UL "JOANNA JOHNSON. RJY. (Chairtoan). Oindcc, bdwnd Nunlng * Mwwh MUreoks, Wifcj ALTA WHITLEY, ILN. AUs qohnt Cat, Ipri^MI. DL; CATHERINE CAGE* ILN, Laneo Gram* G, Cm toy. Wt*4 CRttSXnm FERRY. R-N, Industrial Noire Consultant, Stare fTiponwi m of Public HeafcR, Los A spiu, CaBt; MILDRED DUNN. ILN, Merck k Co, Inc. Rahway. N. J. rssrf gAsnto'ss CrnmmJUt*- HEIDE HENR1XSEN. JLN. {Chzinnao), Arittut to the Chief PAUL. Cearetnrro k Training Unit* Washington, 0. C,* PHYLUS M. KR1KGER. RN,, Ttore IMi Air Lina. Linos City Mo.; ROBERTA McMAHON* R-N, Snprevkiag None. FRHMrCktki s|,h. toe, San Bruno. Calif.* CATHERINE VAVKA. RJT, Health Edatatiou CiiniihiaL T.1.1 Health Society. Detroit, Midi. to# Itpwnililiif and SrerrMry-JANE S. WEIR. R-N, National Safety ConacO* Chicago, Are rmnmi Chtlrmini JOANNA JOHNSON, R.N, Employer* Moraah, MHwsntae, Wb4 PAUUNZ RUZBLER (Dcopiel) 35th National Safety Congress Transactions VoL Jtinwrf liMtef. BanqcwL Woman's Acttvfflm. hdn lo afl Vofnium qnd 1 nmartriTS TTortotT rrf TTnfitr nfr t-------------J a-w~* -- X Jdcoaft Mtmufaiilmlug S+ctfcm..........................................................1 Alt Transport Swfico................................................................... 4 I.ilw.^11-- If i4Tm guySnctoi.......... ....................... 5 Camont obA QtMrrr Sactrw...............................................................I ChmaftBcdSocfton .................. T CodIftdnsSscfidB . ... ..................... 8 ComonddYfl^Mn................. Cuootiufcfcn Sodfan . .............. U FoodSicflOB U hdaOki Mutate/ Sirtfan............................ ................... *....................... Mnitoa Sodlan ............................................ 11 Moot Paddag, Tontoq oad Locribor fiiAiMifM Scdoa............14 Hd(^ tlirlrr ....................................... IS tiieieg facte......................................................................................11 PoparcBad>dp garden....................................................................IT IHjaar Tmm gardno....................................................................11 BdtodSodta*^?............................. ........................................... M fitter tote................................... .........................................** Traffic Suction............. Wood Pxedueto Soctfan. FaanSaMr ................................................... * -.................................. Boo* SaSflr..................................... ............................. Scbool and Ce0o9* ff--tnno................................... Pwlzhdoqr Too Ccm O*. CEdtr ItnnlH M fbkzs or cxnut copies or anmma. tcismb VS" rtofcopla n^b tw daa >4 pege^-J ssa. % .$ *- *J|- *4 to 4* V*P*~ 49 to 96 psp*over 9$ piy * " " 40 " *? " -9 ' -45 " ** " ,, -*45 CotBplae set at Traanctfoa* (*9 ichuacIHfrw NON-MEMBER prices ut double shjbIw prices. Industrial Nursing Section EseenKve Commftt#* 13*7-1948 General CWfwss-MW. HAZEL LlLEiltE, RJN. Thiinuy Pulp ft Piptr Wk tiitwwl rur-Cheirama and Membership Chairman--ETHEL BURCESON, UN. fenn. Roebuck k Co,Qtef*m. SemUUer JSte-UmU MONTGOMERY. ILK, liberty Mutual Inmeases Co, Cbiofft ML dmooU fttftofj-MABGARET LACEY. ILK, Chicago Tribune. Chicago. UU DOROTHY VAN GUNDY, RJN, rkmb Tool Go, Los Aapda. Calif.; ALICE PALMER. ILK, Tram World Air Liam. La GoxrdJa tidd. New York, N. Y^ MILDRED DUNN. JLN, Merck Sc Ca, lac, Kilmy, N. J. notititp Cmmmillu PTSPAH PORTER. ILK. (Chairman). Onto Belt CO, Milwaukee. Wu IRENE NARLOCH. R-N, Whuewsin State Board of Health, Industrial EXypeae Unit, Hidim, Wis,- CLARA E. STAUTNER, R-N, Inland Manufacturing DivUtoo, Geoeral Hntiw Gsep, Depou, Ohio*, MRS. GRETA L. SCOTT. R.N, Mercy Paper Co, Ltd, Uwpod. Nen Benda Prepuas r--iffr LUCILLE D. EIERNAN. ILN. (Chairman), Standard 03 Co, Whitmg, InAj JIAN DILLON. RJf, Echo dirdc. Hammond. lad.; MRS. JOAN TIMER, ILK, BcO fc HbeeS Co, Chicago, IS. .Vemtmmrjmg CtmmifUt JOANNA JOHNSON, ILN. (Chairman), Director, Industrial Noting DfcMon. Employer* Mutual*. Milwaukee. Wit; ALTA WHITLEY, ILN, AOb Chalmers Go, SpringfcM. QU CATHERINE GAGE. R.N, Larsen Canning Co, Gmew Bay, Wk,CHABUim PERRY, LN. Industrial Nurse CsmuhiM, State Department of Public Health, Lot Angcta, CaHL; MILDRED DUNN, RJi, Merck k Go, toe, Rahway, N. J. Pinwl Education CammIUce-HEWE HENRIKSEN. RN. (Chairman), Aahtam to the Chief PAN. Qn--alTirtmi k Training Unit. Washington, D. C; PHYLLIS M. KRZECER, R-N, Tims Worid Air Lise*. Kanos City Mo,* ROBERTA McMAHON, RK, Supervituig Nune, EltM-MeCtillMfjh, Inc, But Rtuno, CaliL; CATHERINE VAVRA, ILN, Health Education Cinmkiie. T. 1.5 Health Society. Detroit. Mich. stop Jtrpnwnalalaar and Secretary--JANE S. WEIR, R-N, National Safety Council, Chicago, DL Pm General Chairmen JOANNA JOHNSON, ILN, Employers Mutual*. Milwaukee. Wm: PAULINE KUEBLER (Deceased) 6 35th National Safety Congress, 1947 MONDAY AFTERNOON SESSION October 6, 1947 Presiding: HAZEL H. LF.EDU, BLN, Thilmny Pulp and Paper Company Introductory Remark* HAZEL H. LEEDKE. UN. IMnaziy Pulp & Pcpor Company When we nop is thtt that adder** toot the Ilia of iaAritah h yar and iajoni lomc io,mma c cianot approach lhi* Goagrew in odxr than a ntwoi mind and a Em dain to do onr part in tbc com ing yetit to spread the gaspri of misty la the plant, in the home and on the highway. This week race* than tojooo nfatf minded men and warn wS! attend this Geogrem. U each one of the iasm raid make it hi* or her ftm <hty ** returning home to wi just ooc coorot to safety and exact a pxmtw from each conwot to matnr nutter, the re daction of acxfeferuf weald he inevitable. As muses you arc la am amiable position in that yoo have team to mouttt with industrial workers and their families and yon are it in a civic position to cany considerable in fluence. Do not shod year rmpoaixbQity when yog leave the plant but paitidpaie wherever possible in community, county and state groups where safety is the keynote. It Is with deep iegret that X announce to you the kn* of a staunch and faithful friend of industrial nunc* aod this Section. Mr. Walter Paine; long a crusader for safety, passed away March 8. 1*17- Mfas Joanna Johnson and Mist Jane 5- Weir have pre pared a tribute to Hr. Paine which 1 shall read at this time so that k may be included in the transaction* at ihfa Sorrion a* a public mogoidm of aw respect (or Mr. Paine. A Tribute to Waiter S. PaSnn The Executive hand of dm National Safety Goundf has shown a pad hfout la the In dustrial Numng Sectian The members of the Board of JXnom tee aho fan* a peat interest-in this section. Among the armhr it of the Executive Beard waa a *uy dear of the ComaeO. tote S. Pilar, who m Chairman of the CnandTs EuuillTt Beard from 194$ ted *947. On Much 8. 1947, Mr. Paine pissed away thtr a brief TBnm The Executive Board ef the ladmrrlil Nursing Section wishes to pay special tribute to Mr. Walter 5. Paine lor Us Ism jatOCM in the tlcwlufini* of a mettan hr the who and b peat dent in far the section develop Into a valuable wnfai far the none mem bers of the GoondX. la the word* of our pretiacot, Mr. Ned Peathorn. **Ia the death of Walter Paine; the Nataoool Safirey Council and the Safety Hmnwm gmatdy here sot-1 fared a tragic lem. He pie unsparingly of hit { tune and talent* to the came of sedimt pee- j veniioo and at all (iaxx be showed a era-, soda's sol for the welfare of his fallow men.' Valua of Various Section* of th* National SaMy Council to S* Industrial Nuns By JOANNA M. JOHNSON. HN. Sup*rri*or, IiytnSrkii Niroing DhfrJon, Employ** Muioals of Woman So that we may know bow tbc various sec- tiou* of the National Safety Council om bo of value to industrial nurses, let us briefly review tbc manna in wbich tee nursing tectlon came into being The National Orpnl- ration for Public Health Noising organized 'an industrial Burse'S aeolon in the year of ipso, and that sccrim was fine represented at the National Safety Goagrot in the y*at of igsg. A* ncreJIns Cuugian. the Industrial Nursing Section 7 Industrial nurses* became more ac tive; with an ever-growing attendance and inaimrfaf Iattreat on the part of industrial nones and bty persons. This finally resulted in the Wshtatoux of the ladastral Nuntag flection within the axmdl in 1944. The growth and popularity which this section has doer attained is due in no mualt pan to the effort and nsppoxt (tan by the National Safety Connect, mmaben of its staff, the un tiring wwt of the onmmlttee mambas, and the interesc on the pot of industrial nurses throughout the tnmnry. Today inacanug importance is being gives the subject of health and cafety fa industry, bach by employer and employee. who look lor VwlwtiA. m timer in responsible parilions. Here tfa nense txntna importance as a key person b the program of human h* turn. The mh of the health and safety progam In a given plant is in direct propor tion to the extern to which the program of -*--* tefatknhlp fam been developed. Through the Cowfl'i Industrial Nursing Section it is possible for arses In industry to toobtltae and mtinte their efforts toward a common preventive program. As we depend upon our professional nurs ing organization* for counsel and kadenhlp. we depend upon the National Safety Conned to keep us informed regarding' the latst accident mforeoatioa. We depend upon Chau for specialized information from the section in which we may be directly concerned. As u example. the Machine 5bop Section can give u* pcxiioott information oa the control of eye injuria arising from certain opera tions, as weQ as methods of protection. The Chemical Section has a vast amount of in formation regarding the use of toxic solvents and hazardous chemicals and the iMtonry precautions to be taken. While the uune in general is not responsible for the safety pro gram, tee a continuously on guard in observ ing symptoms which the employee may revetL She Interpret* these symptom* In terms of the exposure involved'in the performance of bit job. Should yon be tapyd in an industrial mming ptstrina in a tactile plant, the Tottile Section is tody to extend its helping hand b giving trelhultcd material gathered from a pretrial and energetic moobexahip. Tbc objtabt of mrh and every section Is baeed the dart* to exchange ideas on scrifws iwmafan within Its ipcdslised field. With that to mind, postm, news Jet* ten, safety contests and various odxr activi ties form a part of iboe Individualised ser vices. Publications of these section* have pawed the scrutiny of expat*. The content* of the publications are based upon up-to-cUtc factual information compiled and gathered from experienced members employed in a particular industry and aa such, they serve as an invaluable guide to the mine and to others within the plant. The Industrial Nursing Secxioo, while still in it* infancy, has vacymfnBy published a News Letter, which reaches same than 1,500 members, fodudisg those of fourteen foreign countries. Tins one activity helps to foster good world relationship with our oner nurses and provides a basis for an exchange of ideas profitable tn ail of us. The very fact that the National Safety Council has recognized industrial nursing by estabUihiog this section give* ut each indi vidual nunc tbc feeling that she is part of a movement which is not only world wide, but at the same time is as dose to home a* is the safety of its individual members. Mem ber*hip In this great safety movement also gives to management ihn appreciation of (he mtnek worth to the plant in white *be senes, and increases bis respect not only for the name within bis own organisation, but for nunes in general. Off-tbe-job accident* are (be cause of the grater percentage of our absenteeism. Home aeddenu atone cost the lira of 54*0 P0' sons In 1948- Automobile accidents killed or injured 1 ,*00,000 persons tart year. As nunes we have, a keen interest in the borne* of onr worfan. Good safety habits at work do extend outside tbc plant. They are carried into the home, on the highway and Into our recreational activities as writ. We need only to contact the Safety Council to obtain up-to-the-minute and detailed infor mation as to how to conduct a home safety campaign among the employees. Bulletins, films, surreys and descriptive literature are available. Both eaployer and employee will appreciate any effort white wilt keep the wage earner free from injury. The Employee Publication Section deserves special mention as from it one an gather unlimited information as to bow to proceed in setting up a plant publication. In addi tion ntodut and interesting literature is jiMikble. film are available am all potiant 8 35th National Safety Congress, 1947 subjects. They, of thcsjsrires, constitute ooe of the most direct methods of keeping the employer and employee interested. There are various ways in which we may obtain the services offered, Most of os obtain these through our company membership. When this ft not |iwMf. there k available at reasonable com individual membership to aayeoe iotexotod in safety, whether or aX connected with an otgairiratfoo which may be a coaoti) member. That enables all who are interested to iUlfatc dwawira with amt keep in loach with the safety movement. The feed Smtta is well represented by kadem in (be fidd of food production. There it mods to be done in iadtmry to uudx the value of a weti-balanced dk*. This section out writ provide us with suggestions and ideas stimulating a desire to improve the food habits of the worker. Colorful posters. films, and a variety of data as u> food nines may be gained from tbfc section as well at a knowledge of the beards and correalre measures to be taken la the prodocrioo of foods. In thh work we are out brother's taper. None of ft fa safe until all pur oar litsjm Into actios so as to uwiBpta the utmost in protection and prevention. The life you save may be year own. Th Vahu af at Baritfe Sscric* In Indastrr (A Symposium) _ Donation Leader--M. & Iwouenr, JLN* In* dnstrial Nursing Coasalmm, West Vupnis Dept, of Hadth a--Management L C. Ssrms. J)ir, Industrial Relations Dept,.Tb3many Pulp fit Paper Os. b--Hurte Mas. Joan M. Ttooue, RJf, Sapervjaing Nunc Bell ie Howell Co, C--Sefety engineer Joseph Seno. Jt, Dir. of Safety Services, O'Rourke I Co. Da. j'can $. Feuow, tapu Health DepU Motxanto Chrrnkal Co.. (--Attorney Kun R. Pnsaim, Aitorocy-at-Law CHAIRMAN INCOLDSBY: ft it ao booor aod a privilege to participate in this sym posium today. WbOt Jadabbl Noninf it one of the youngest sections of the Council; you on foe by the aucodanoe aod by the great number of questions which have been submitted, that much interest has been created. ' The first question has to do with the'use of health (xiHories. Q. if there is no physiol examination given in the plant aod the nurses efforts toestxbUh ooe have temporarily failed, it U advft- able for her to interview oew mptoyew for the pqfpuw; of thnfahg a health history to be used at aw aid in health mu-ting? DR. FULTON: The msrikal bfatory k a very important itantnt from which Industrial aunts am get (ortMmbk valuable information, ft makes ao AWfriame what form this taka, whether it is a written quution- nairc form employed as pent of the pry-ptace- - meet physiol ctamimtiow. or if U it --rely a aeries of q--ions asked by the want. By fowfllarftiog herself with rise past attfinl history of the employee, the nurse on offer wand advice, bom a preventive mrildse point of view, to ilnt the same IBiamt or injuries that appeared in the pent vriS anc recur. Not eady is It adrirabk for her M da this bet it is mandatory m a good IwTascr! il mining service that she be familiar kk the health history of the employees. Tbt mesbnd .of sccsrisg rids history can be left to her own derices bat the procedure itself chonId be followed. CHAIRMAN INGOLDSBY: Whit pcofra* is bring made in the me of chat x-rey cmmS* Milam* ftfjifcwAt Ofphpw, irfthfps |wo. placement, periodic dtstk ep, or is the coarse of as Industrial bdouilsift survey? dimDR. FBLTON: The am of B-- in IMaRty ft becoming more and mare fospar* taut, partknlariy with, tbs dttrlnp--re and use of sew toeric materials. Many large.in dustries today accnmpBih a chat film roe- Indvutrial Nurnng Stcticm 9 undy as past cf the pre-placement physical 11 imlmslmi and repeat that film periodical ly, daring the period of employment of the iadiridaiL It ft important, from a medloo- tegat point of view, that the company knew the uwBdap of the choc of the employee wbM he hires in so that in later periods, ta the event of law suits, specific Information is at band to challenge any claims of occupa tionally incurred chest illnem. The United States Public Health Service bas surveyed may tudumfts where x-ray facilities are not tradable and, in view of the fact that tbe jrcrage findiiigi of tabexadoab In rodt sur veys have revealed no to tj per cent of the employees staring tubcreulotit, the indus trial none sftmild make way effort to have the chest film basyawd as part of the pqfoirttc check op ef all oaptoynes under her jorisdkttee. She iftnuJrt earn ha efforts in tbls direction vtirrhrr the pint has x-ny fatflkfaa of fts own. the coomlotfon terrier* ef a private rwlfcilogiw. or it surrey facilities are stilhUe rhrnugh the State health de partment or the Ifofoed Run PUbUc Health Sertke, CHAIRMAN (NGOLDSSY: What does Those are some of the things that are im portant when trying to select a nunc. We feel that we woe foetumte in selecting the nune we have. She has been with us for eight or nine yean. She is. as you know. Mr*. Lmdke. She embodies the things ] men tioned, and those ol you who don't know ha vay weti, l suggest rao get better ac quainted with ber. CHAIRMAN INGOLDSBY; Thank you. Mr. Smith. This is ooe for Mrs. Ttakc. From your experience, to whore in tbe plant do you fad the industrial charge nune should be administratively mpootihlr? We all knew that wr work under the doc tor's orders, but who ia the plant should >h be meomihle to? MRS. JOAN kf. TJMRE tLN. (Supervis ing Nurse, Bdl ft Kol Co~ Chkago): Well. I penotaQy have worked under this system, and I hd that U is the best, and I know there is goiag to be quire a bit of controversy over it. I are really little afraid to my rial \ thank; that ft, that tbe tlwy noise should he uywitHile directly to a-.time representa iiiiii igtmuo look for in hfaftf a nunc? tive of suaajpsret or usasapasem, par MR. L C. SMITH (Itautrial Relations Dtps, Thilmswy Pmiy It Papa Co, Kaulanna. Wignemo): HikV all an industrial mure m-- be isiforififty qualified through cripqfine and trehtiog. That1* very impor tant and 1 ana ease yon have all bom ground ed in fans phner cf year work may. rimes. Gaud judgment- Keeps things to bendf. One tfeag I would stale again that applies to any tl--Marion sail personally, 1 have ahoys .fak tftac dynhUity is one of the mM ftapasrawt boms in anybody's quatt&o?-- it yms can dspsret cm them doing what they are supposed m, when they are supItdl4.k.Tkcr .Wfb, accurate and til of there thtap tint go along with that. Furtbexmore, kV very Important, I fori, that a nurse punt a very neat appearance. She doesn't bare to be beautiful. Of course, ticularly tbe industrial regulations director. In this way you hare closer contact with top management and many times you cart get thing* put through that way while it you are responsible to some one of lesser capacity, you can't get what you want because it never nuke top management. They don't hear about it, and it stops there. ! do know there are many other ways that ate used In different plants. Sometimes in a tot of plants, the euno are directly responsi ble to the medical director, and he hi oun b responsible to richer tbe plant manager or a general manager or maybe the president himself. But if you do ooe have a medical director or a EuD-time doctor who taka that responsibility, itk barer if you do have a direct cooperation or hare a direct line to top management. it bdfw to be good looking. I will grant you that, *uy time. (Laughter) But it is store important to pceaeut a dean and neat ap pearance. She should look as though the it careful about her own appearance, about the CHAIRMAN INCOLD5RY: Thank you. -Mrs. Timke. Would you like to say anything m that question too, since you represent manage ment?" work she docs, and careful about tbe place she works in. Of course, you wouldn't know all this ra baling a mine, hot you out tell something about her personal appearance. MR. SMITH; I don't think so. CHAIRMAN INCOLDSBY; Wdl. Mr. Peregrine, we want to call you back again. We have a nice ooe here far you. 10 35th National Safety Congress, 1947 Many of us In the food industry have been confronted with the problem of employ tag substandard employees because outs is a sea sonable employment. Some of these prospec tive employees have physical defects. In the case of an injury are we not penalised be cause we accept these applicants knowing they were handicapped. When ( say penalized hue, I say, where an Injury would have been perhaps a no lost time, but because the worker has varicose vein* a slight bruise or bump developed into a case of long dura tion. with expensive hospitalization, further complicated by a diabetic condition. How can we avoid such oompeuatioo problems? .Vow, that's good otto to tackle, Mk. FRANK R. PEREGRINE (Attorneyat-Law, Chicago): I can't help but remark that, not apropos of this question--but (be thought that ame to me was that Mr. Smith was giving a description of setae one that would be the president of the company, I think, when be told everything they looked for in employing an industrial curse. She is supposed to be able to get any one to do anything with a smile and in b*g difficulties of industrial strain and industrial relations, that would be very valuable. I think the industrial nuns are overworked and underpaid from my pOMtul observa tion, [Applause] Now on this question Hat has just been asked. This is really the R4 question. I spoke at a symposium at Rockford a couple of yean ago in which one of the plant physicians who was present asked an* other one, to what extent hu eoecem had towered the pre-employment standards. He answered, "We feel 'em and if they are warm, we put 'cm to work." Now, the answer to the first part of the question, as' to whether or not you are penal ized by hiring people with diseases, kxioo* and infirmities--the answer is "yes," and the answer to the last part, bow ran we avoid such compensation problems--!* that you can't avoid them except by not hiring those people. Early in the history of the compensation laws tbe Supreme Courts of practically ail of the states delivered opinions sirafliar to that of the Supreme Court of niinoU which was to the effect that the Uw draws no dis tinction between the strong and the weak: the wise and tbe foolish; the healthy and the infirmed. All who are employees come within its protection. The question is not wbat effect an injury would have had oa a person more robust than the employee who sustained it. The question U always, what effect did the injury have upon the particular employee who did main the walls of his pre-existing discsvt, lessons, and infirmities. Again I could draw on cay own experience in giving you actual instances of claims costs which were out of line with the injury sustained and brought about by pte-cxkcing conditions which could have been detected on pre-employment examinations. Oa the other hand, you can't run Amcrican industry with phjrirally peatea (ptd> mens and employees. There just aren't enough of them, and you do have to employ people who have things the matter with them, but who are still able to make a contribution to industry. The only way in which an employer cau be placed in the position of not taking on a substantial increased claim hazard in hiring sntfa individuals directly is by legalatioo. The court* have tong since burned tbor bridges behind them. The law is going to mntisree to be construed and applied as 1 rvrlinal at tbe beginning of these remarks. 1 qhlM'wi could be enacted, but, of course, inch amendments to tbe compensation acts el the variooo states a* would afford some relief in it* nature such h* it would have tbe effect of denying compensation or reducing compensation. Such amendments hate in my experience uniformly been successfully op posed by tbe representative* of organized tabor, t/oka tbe reprrecntaclrc* of labor and the representatives of employers can get to* gethcr and formulate some amendment which will relieve the situation, it will cociiaue to be a* k now Is. In the present situation, be who has varicose vent, perhaps certain types of heart trouble, perhaps chat fhv (hat aren't what the doctor would like to have, high blood preauire. diabetes, and wbai-oot, can readily find employment due b tbe scar city of labor. However, when things get to tbe point where several are waiting at tbe gate for each job that is to be filled, such In dividuals do have a tough time of it, and usually wind up in the employ of those who do not have pre-employment examina tions. Several yesus ago at one of tbe various of the National Safety Congress at tbe Sherman Hotel, I suggested, and 1 still adhere to that Industrial Nursing Section U suggestion, that tt would be very easy to formulate a table from the statistics that tbe insurance hare available--a table which would show the increased liability of a man not in perfect health. t thick 50 rents a week or less would cover such a case. I think It would be a very small mm. Amounts could be determined for each of tbe major conditions that arc thought to militate against employment became of the added data hazard. t pciaonaUy would be in favor of tbe foraudition of such a table aod tbe employment of these individuals at slight reductions from the normal wage scale. This, it msfif to me, would be a happy solution to uu whole problem of pre-existing physiol defects which do presort additional liability and additional data hazard, but which are not of a nature to be armed by any special perkwos of tbe sundry work* nxa's compensation laws. W* do have in most of the sates, some proririoa relative to second injuries where a member has been employed before the acci dent for which a compensation has been claimed. We have one provision in Illinois that affords relief where there has been a prior loss of use In certain dreumsuaea, but the main stream of these cases suds as the cases of Atshw,. varicose veins and certain types of heart trouble; high blood pressure, hyper tension and what-not. are not taken can of to this or any other state. That is the answer to that question. I would like to make a comment, if I may, along tbe line of Dr. Felton1* comment* on chest films; that k, that white they are doubtless of great value in determining wlwaber or not 10 employ, and if so, where to place of an onployee, they should not be deuroyed^after they have saved that purpose. 1 had a case tbe other day wherein the employer had destroyed all films more than thru yean old. I think they should be pre served. I think they are very valuable; and I think they should be carefully compared with the periodical chest films that are taken later otu I think each periodical chest film that's taken should be carefully compared with the last prior octet. An effort should alio' he made to'hav* them taken by the same tech nician, with the subject in tbe same position. On the hash of my experience with thou sands of litigated rases ova the last twentyfive yean and the actual trial of them, 1 have come to the conclusion that ail of the medical records oa an employee are very im portant and ought to be preserved. A blood pressure of 1G0 may have an alto gether different significance if it were ifio live yean ago, than it would have if it were 100 five yean ago. I believe all periodical examination* should be carefully checked with the previous one* that are available. DR, JEAN S, FELTON (Superintendent, Health Department, Monsanto Chemical Company, Oak Ridge; Tennessee): I think we have a possible solution--at least It has been working with our plant. We would like to recommend that you familiarize yourselves with the Office of Voca tional Rehabilitation in the area where you are working. This office is maintained 50 per cent through federal funds and half through state appropriations. When you hare an individ ual wbo is held down in a specific job status or cannot secure employment because of a physical defect, (He office of Vocational Re habilitation wilt finance and back his medlead, surgical or psychiatric correction. As a very startUng example, we bad a man apply tor a job with us. He bad estcoiayriitls <4 the radio* for thirteen years.'We Could not'emptoy him where radiation hazards-were present. He was turned over to the Office at Voca tional Rehabilitation. He was sent to a com petent orthopedist. It was corrected and tbe . naan returned to us la three weeks. They put him to work, and be is a valuable employee. A ana with varicose vein* could be han dled in a comparable manner. In other words, we don't reject these people perma nently. We reftk them for care through re habilitation. CHAIRMAN INCOLD5BY: Should the employee sign the accident report nude by the physician or nurse? Afit. FRANK R. PEREGRINE: Well, of course, a* a lawyer, 1 favor the employee* signing the aeddeat report. I am is favor of anything that tend* to fix the facts In tbe rase. 1 believe that we all agree that there should never be any effort on the part of the industrial nurse or tbe industrial doctor or tbe industrial claim en tity or the lawyer to in any manner misrep resent any aspect of any case or attempt to *4 isjjm*".' . ZBC \Z 35ffc National Safety Congress, 1947 ttake any records that do not speak the nth. Oar main difficulty s to raahihh some tSqm of irdroiiry between the aw (bat it (Mud upon by the hwc ud doctor ad perhaps tlie nanpiuf lawyer, ud the case that c pued upon ia the tirtphri boHaf facn the arnica bin dangol after k baa been tend that wo* ocher ntr than the ori^atl oar amU be dtdnWc. I thaw nrriTMg tbw (eadi to Mm the fads to a case while (he facts arc still fresh is food and teuds lo further the ends of iete. for that rma. where one Is nor that arte is m (he arkkat npai does truly represent wte the injured capio^e ec the cbinfaf employee says happened. I m w cfoyscrimi to aakreg tte n sign the report and I ted irmnurnt it. cauuux OSCOUMY: Thu* yen. We printed a calendar each month that had the same message as the slide film of the month. The supervisors and tncmbm of the ameittee group were seal a bulletin that synchronised with d>e film sod calendar. After showing tbe films to the workers, we gave cadi of the them a little folder that tod some of the pftsurcs from tbe slide film wad also a digest t the Wusr o ibf wax Caught We abo bare sera very tlwiiu molts in making a smrey d the phot i* fiod talent. It's sauiog what r*tiw wfll da. If jm task Sod a 11 itwoniw, a maw or a mum who te a fair foe b ud M show the Wets ud brag your acridrwr jemminu mramgfi to them a* U poabr so theft* maw phis*. r nrhlsg would be mudi mmw iffinhr.Ttee pasfifc cake persona* pride iw the sypoitm* ky ad dhphyiag their tdm ud the work ers are very ssegshebsasKbYsurd them ume teibspb We me wk people is rhonrur at Ur. t to. )ocn na jml ramm* ot ter lerte OTbnhc I CmfMf, Inawn. Fare ftfasme. Intern^ The ctfccy firegsrsm m (hr nM dtek inifilk to ctt that I have nr CHunestd. It's eaay to kH maliks, Ills wlniady off to seU imorarvr which as an iacaogtble. bat when you cotac to mridciU pirucioo, yon have' got to use everything: that* available to influence the wetfcm towards Irving a saiir life and'working safely while at work. Contests are difficult frequently in anil plants. You have little to compare. Often* times top management b also a functional administrator in other capacities. So the re* spqruibijity of doing this falls to the nunc, and there is no safety depanmoil or safety director or safety engineer. In these contests you might use such things as posters, employee messages, etc.- We used to try to write (wow-spun employee wewages that were right to the point as U pertained to the employees in certain plants. Pay roll insert messages were used, but wc found that they are the wcakat of all in fluencing media. Slide films, and motion pic tures were abo used. There b one lasoranre company that uses slide films exclusively. However, they out be coordinated with other media of influence. ad. foe cremlog i sad I wkb thus 1 < the ranks of hnkg a foe ad | They lhcnml over a pmfod of men) yam that m the hium f fom h im, thsur tak ing first aid. m tte bote, teftaij dimtimbed. As the fiat aid fsifau d- ud it ms idatively the maee dine k was just rduhe to pmtidpedam i| the way through. Now in tbe fim aid program, in mse null plants the moe cast actually be u instructor. Sbe can be x key petsoa from that point of Influence. I date my that you are in tbe counterpart of a machine with many gadgets, and we think in turn that you can do the job. There are many thlnp we have seen that must be done. You can't do any one thing over a long period of time. You have to keep changing your pace, change (be color of paper, change tbe type of your bullctlsu, devise another character to pot on your car toons, but carry a certain theme so that ft does a job such as the UklfT- Keep relat* mg it to a theme--the caMcnanoo of Vmca, the preremloo of watte, mlttaka and spoil age, going down tbe line and picking up a throe, whjcb Is catchy, in your own plant. Industrial Nursing Section 13 Use that theme, but change your gamuts a little bit so you keep the people intowued. {think you can go cm for a long time about ho* you can create sod maintain interest, but in essence, it's just a change of pare and keeping tbe color moving and keeping all the gamut*. **s^ at woefc. CHAIRMAN INCOLDSBY: Thank you, Mr. taco. All tight, tbe sett question is to Or. Mion. Or. fdtM, what are some of the reasons for a pndal program of industrial peychiatiy and mental hygiene? OR. FELTON: Tte gnrwfrm k oar tte n my time W am bitiwr I fosl tte both tram and pfajmetes arc rehtirefy unflnad for sadnsttsdag of thr prugium of py* iluanmitlr mmKdssr ha Iwd--cry. Whm yon reslbe there aw in* peyrftsxtrbn fo the t wite fom. and mbs* sty few amfcte * indastry, am am rente r--gifritfy tte the fiudileam of tte mah Ijsimnn h te teiag am amm satshh Ml teg creed farThom of at who am am |wu loffmi hnt so tdc apasi as tirtaas af thr pchlr-- tte ' >--*.nmnfmmulus te tef*,- --i<rn. Mnte im tte" te when these things actually are based on a disturbance in the emotional makeup of a patient. At oar pHV'hf plant--we mention it be* arose we are familiar with it--w try to study these people hi a detailed manner. We use for every new employee as part of the pre placement--and t would (ike to stress preplacemeot and dm jm-asploytne&t exawi* soriosa-a questionnaire prepared by the New Yt Hospital in Cornell Medics! School, whema we get answers that icQ oa bow tbe person reacts to has uwuwmnt. 1 have refurred an sc hrfi.au. Is he nervate Thor are many, many ques tions that came up from which you can undSTWlod hoar the pogw is pitched eaotfoaoffy. It he camfrtrrrd nervous? Do loud noises mote Mm jnmgrf Was he a bed wetter teween thr agm of ten and fourteen? Is he *t a party? --' to do things to that are charged pesos who baa or tbe undoKks of * psyrfinporlnr preicfiry. Wr las gm s fad owe who these people we in sar ybtt Thm is one way in which we find set these people wbw present prob- We nmrrrt am tte toe tuwgly became it is not te asm. the danhai, that cone inis tbe diapcaosy that are the important cases. They are tnnsienfi They will be well in a few days and they will net. recur, but tbe important ernes from the point of view of lest time, of impaired job performance, of impaired industrial relatione and of a bad family or community situation are those that are based on emotional disturbances. We would tike every nunc to be as cogent as possible in ber appraisal of a set of symp toms when they are presented to you. so that when a man comes Ln and has a paio in the these and everything negative, you dost continue to feed him ph. no arbiul for weeks and weeks and mark hiss u. wn as a neurotic, Tbe cue should be investigated as to what is musing that pun In the chest from an emotional point of view. Those of you who are in plants where they have staff pbysitiaa* try ca bring these cases to the attention of tbb physician and dost fow the pete come in time and time aph with a pmw intestinal pain or the same pain in the dot gmmwBy, w ri9 have the Individual him self come into the Jrpmarot and state that be wants hdp. Ijs one week, tww months ago, two men came in to sew me> each with a complaint of suSddal tendencies, f wCB admit that one of them had a ampbat of what do you do for falling hair, but be came to tbe wrong man. (Laughter) Tbeie complaint* are studied and the ernes gone into in gnat detail. We came up with two schisophrenic*. These are the people that present long standing, protracted difficulties. Therefore, *c beg of you to learn to recog* nUe what tbe symptoms are that arc pre sented, u> determine whether they are psy chogenic (n origin, so that psychological or psychiatric guidance - can be Instituted in either tbe form of counseling on tbe part of the medical directon or staff physicians or in the form of help through communi cating agencies, the function of which you should know. You should know what the function is of the fatuity service bureau, and what the 14 35th National Safety Congress, 1947 servka of the ndii terries agency in year commodity are. became they on undertake the solution at problems involving marital relation*, financial difficulties and any one oC the many things that cause distress on the job aod impaired job pafonnnce The lit tle things you can take care of. but you should team to recognise the long-ttanding absentee, and when you bam learned to counsel the employees, you come up with some amazing thloga. You find difficulties in the hose. Yon find sexual maladjustments. You find a man has too many people to support, and Is constantly faced with financial worries. You find that things aren't going on the farm as they should. He isn't going to hare so many bead of bogs this year. Sometimes we bare veterans who are re living certain of their combat experiences. We hare one boy who cooaistesidy gets a pain in his neck. It goes down his ana, and mc know it date* back to the time be was in the service. He bod another man substituted for bi"i on reamnairasnee flight aod that man was killed, aod be was reliving the in juria that the man sustained. There are many divert* reasons tor be havior, for maladjustments in industry. Any thing youon do to get yourselves pitched psychologically to understand these, we beg of you to do it because you have got to atry tbe guidance and the counselling roll that is simply too much for the very few psychiatrists who arc coming into ooly the large Indus tries- If you undertook any advanced work, we would recommend it In that direction be cause this is a bob important field in industry. CHAIRMAN INGOLDSBY: Thank you. Dr. Felton. That was extremely interesting. Considering variations in industrial med ical programs, what is tbe average load limit for an industrial nurse? How many cunts are required to handle a pay toll of about 3,500 with 500 office employees? Why do they set off office employees? MRS. TIMKE: I don't understand that. I don't know why they set them oS to the side. There are very many variations of opinion on the number of nurses that are necessary to handle--I mean the ratios to the number of employees. In a lot of Industrial plants, you riH find 75 to too employees aod they trill have ooc industrial nurse. Then again, you will find some plants in which they will have up 10 aoq. with only a part-time nursing service. It has been advised and b one of the recom mendations, that for every goa employee* there should be one nurse, for 600 employees, two nuns employe!, aod three nurses up to t.000, one .more nurse for each additional thousand enployees. On thl question t believe it was asked bow many nurses would you employ for 1,500 employees. At that rue it would be around five nurses. They also* asked the question that 500 are office workers. Personally, you need juk as many nurses. In bet, 1 am not *0 sure but what you need more when you hare office wortera. They seem to--f don't know whether it has something to do with tbe fact they are not on a bonus. They are on tbe office pay roll and they get so much a week regardless of whether they put out a full day's work or don't, t bare found they make many more trips to the medical department than the factory workers. The factory worker knows that his bonus is going to be cut down. He knows he loss money. He is worried about tbe financial end of it, while the office workers get the same. So. if you have a plant where you have a large percentage of office worker*. I would ay you migbt have to have even more nurses. CHAIRMAN INGOLDSBY: `I agree with you cm that, Mrs. Ttmke. 1 hare had that ex perience with both. Should a none take the stand a* a.witness in a compensation bearing? If so, what effect mill her statements have on the attitude of the workers coward management? In many cases she is really tbe individual who repre sents the worker to management and to whom be usually goes with his troubles. Example as follows: An employee confided in the nunc that be had a venereal disease. The nurse and records, which included a positive serological test, were subpoenaed regarding an injury to said employee. Upon being questioned by attorneys, was the nurse compelled to divulge this confidential conversation? MR. PEREGRINE: The answer is that in the absence of a special statute of a state-- we have no such statute In Illinois rendering privileged communications between patient and the none--tbe nurse must testify if subpoenaed. In common taw there was no such privilege appertaining to communications between either a patient and a physician and surgeon or a patient and a nurse. It's only where states have enacted spedat statutes rendering those communications priv ileged that they are so. They are not in nunob. Now, do not see any reason why at re quest of tbe employer who desires to estab lish truth and bet or In response to a sub poena of the employer or a request of the employee. 1 see no reason why a nurse should not readily come down to testify if there is anything that she knows or baa teamed that U competent evidence that win sbed light on the question la coturoverly. if there is self-carriage and there is vomt individual in the concern whose duty it is U lake are of daims. I believe the nurse shotilc pass (be matter along to him rather than tc act a* an evidence preserver along lines perbaps not strictly proiessional. I didn't say ethic*t. I raid the matter ol preserving evidence that i* not purely med ical In its character is not basically that ol the industrial nunc. It should be passed along to tbe proper individuals, because I do think it's highly im portant that the men and women in any plant think highly of the industrial nurse and of the plant dispensary and I think that the none an accomplish a great dal along tbcee lines. In the particular case she it citing in the As to testimony, however, I fed that I an question, the individual apparently had a just answer that question in the affirmative, venerea] disease. Apparently in some proceed that not only does she have tbe right, but ing In which he wa --to obtain money horn tome one he drafted that bet concealed. t fall to tee whose there is any great equity in his favor. And again in that connection, I that it's her duty to tratify irmbfplfy and fairly concerning any matter that fhe rules of evidence permit the counsel to ask her about. want to sstra the necessity for geuing your histories coma. Yoe are going to have to testify to them here and time--and you oerer know at the time foa take them which ones will be the CHAIRMAN INGOLDSBY: Thank you, Mr. Peregrine. Dr. Pclton, do you have anything to ay on that question? trouble --* bur. As to tbe mutt from the standpoint of industrial relations, and from Use standpoint of what tbe employee or employees think of the none, in the event DR. flLTON: Only to the extent that 1 think bee is another situation where really it tests tbe loyalty of the nurse as it would the physician since she is both the repre she is called down to testify aod does testify, that is not a question for a lawyer basically. I chink perhaps tbe danger of an advene in fluence on the relations with employes is sentative of management and the worker. In other words, she is to protect tbe worker and at the same time be looking out for man agement. oventressed in tbe minds of tbe questioner. I think here b another situation where it If the nunc k truthful aod fair a* a witness, is difficult to straddle the fence, but the good I seen no reason why tbe employes in tbe plant should feel resentful toward her for hiring been oiled down and asked questions to which she was sworn to tell tbe truth and for haring answered them. I think that it is highly derfnble-wbercm the situation is such that it caa be ac complished--that the nurse be not the one who xcqnots an employee to sign an uddat report dr any other thing that may later be used sgsiww him. I think-that wherera* pooihlc, those things should be taken care of by some one else. If there is insurance and questioning has detsmined that the cue is questionable, tire insurance claim department should be noti fied. The nurse's duty would go that far nr individual will come through. CHAIRMAN INGOLDSBY: Thank you. MR. 5E5TO: t should like to point out that tbe claims department of the insurance companies get an opportunity to get in m soon as possible to make a thorough inves tigation. These men are trained to take statements on Injuria and an do you a 'good service along that line to get the foots. I think that it's imperative that they be given tire privilege to get in as toon as pos sible to do a thorough investigation. CHAIRMAN INGOLDSBY: To what extoot does a nurse have a valid objection to keeping records of minor first aid cases in a plant of too employees of both sexes where tr i 16 35th National Saftty Congress, 1947 the is the only nune employed? The industry is a whiskey distillery--not a particularly haz ardous industry. MRS. TTMKE: We as nurses, to begin with, were always taught we had to keep records. We kept them bom the day we first entered nutsing and we base run Into considerable difficulty. A nune _ in the above situation would have so much to do that she wouldn't know which way to turn. The difficulty is that sb* might consider an injury minor, and it might be miner at that time, bat how does 'she know what Is going to become of St in a few months? And she doesn't know what that employee is going to thin a few months from now. There have been such things as just a bruhe on the leg and it showed just m a bruise, but a few months bter the employee comes up with an owco of the bone and the nune by superficial examinations cannot determine that. You have no proof and you know that mom of us cul remember that Car bade If we have that many employees. If you do make a toroid of it. yoa protect your company as well as youreelf and the employee. CHAIRMAN LNGOLDSBY: I would like to >d! a physical examination program to management. What arguments would be espe cially helpful in ary endeavor? Who wants to take that on finer * MR. SMITH: Well. It seems to me that the Hrst argument the nune could use would be the definite advantage; financially, in aaniring manageneot that they were aware of the physical condition of any new employee as was mentioned here before. It's very impor tant that any company know the physical condition of an employee when be is hired so that in case something develops' at a fu ture' date, something positive and definite is in tbe records to indicate whether or not the present condition has anything to do with the nature of his employment. I think that most companies in these days, arc ready to listen to the advantages boame many times one bad cue can pay tor all of the medial examinations for a period of. five yean. It doant seem to me that in these days it's too hard to sell management on a pre-employ ment examination. I know some places, es pecially the smaller firms, look at it as some thing unneceaary. They have gotten akmg without it for the last twenty-five yean; and they don't know why they cant continue in the future. However, that's the place the nurse has to hammer on as the definite finan cial advantage along with all these other things that do accrue to a company having physical -- CHAIRMAN INCOLDSBY: Do you want to add anything to that. Dr. Felton? OR- FELTON: I would go along with Mr. Smith completely. Apart from protection of the company, you are doing the. individual a service so that you end up with a better employee in the long run. In other words, you are trying to estimate the physical ca pacities of that individual, and if be is placed Itl a job that he can handle, physically, he will be with the company longer. He will have fewer accidents, and he will cut down tabor turnover, if you arc sure that yon are hiring the right individual at that time, tn other words, physiol examination* allow a good program of selective pbeoaent, and you end up with'better employer and em ployee .relations and a longer tens employee. CHAIRMAN INCOLDSBY: Thank you. . How long should injury or fine aid cards be kept in the medial department? Is there a time limit before they are destroyed? MR. PEREGRINE: My answer to that it to keep them as tong as management will let you and will provide storage space for them So many cases year after yor nuke one yearn for medical data on the same employee of a few yean before. In so many asm we want to know what his blood piuuirc was fifteen ycars ago and what be was complain ing of a few years ago, in order to piece the picture together of what's the natter with him and whether or not ft's due to the thing that be *** ft's doe to. !. for my part--I am in favor of keeping lhe information just as long as it's par tially possible to keep it. CHAIRMAN INCOLDSBY: Thank yon, Mr. Peregrine. In a plant employing approximately 1,000 people, is there any rule or law that gives permission to employ a paws who is net an R.N., who had only a Rad Cram Tint Asd Course? MR. PEREGRINE: WcO. fata a strict!) legal standpoint, probably, there is no lew violated by hawing any layman da Ads m that under the immediate mpervWws at a full licensed physician and wugtsm Pram a <4rictiy legal proposition, fuming he fimfc some one on the street with a broken kg. he Industrial Nursing Section .17 can have a lay penm help him with the splinting of 1C and that is true of various other things, bat It would seem to me that any one who is not a registered nurse should he extremely careful in bow far be or sbe goes.^ 1 know of no law in HUnoii thac'would be breached by baring such people perform very rudimentary acts under the direct supervision of a physician and nugcou. I think it should be ftuwucd opoe. bow. ewer. CHAIRMAN INCOLDSBY: Thank yoa. What does aa industrial hygiene survey include? Who should do it? Should a nurse working alone urge having one done? If the State -Industrial Hygiene Division comes in does the plant expose itself to legal procure to correct conditions? I wooId tike to say a few words on that since 1 come bora the industrial hygiene division, and I think the none working alone in the plant would do a good job for berself and for management if Ac would bate them ask that a survey be made. They don't have to pay for it, and In making the survey they point out hazards that could be cor rected. We haven't found any management yet that, when told of these hazards, didn't want to correct them immediately. DR- FELTON: I think the nurses' func tions in so for as they are related to occupa tional hazards carry her to the point of try ing to know the location and type of all vocational hazards in rise plant. Admittedly, she cannot do anything about many of them. Sbe oonoc design tool exhaust ventilation, bar sbe should know where hazardous mate rials arc being employed and should make an tfcn to go so far as to team what is in the commercial preparations that are used in the pfaat that do not cany the ingredients on lb* bbek When sbe is aware of occupa tion! hazards, know there arc hazards in the plane. rite that should recommend to managwest that Industrial hygiene surreys be acoopSdHd and that can be handled cither by the state facilities, or by the company itsdc if Ogwqpped with industrial hygiene 'lab- cowy tarShirs to do it. It doesn't make any dHhoOMC who antes out the survey if (f> dome by uiiriuw industrial hygienists. The --icy aariatei an notation of hazards, a ----fog of the hazards quantitatively, in ocher words, -through air sampling. And ikMy. it recommends for tbe institution the corrective measures, ordinarily, local exhaust ventilation. CHAIRMAN INCOLDSBY: Thank you. Dr. Fdton. This is just a pre-employment physial examination. The union stands for them against routine examinations. What an a nune do to overcome this attitude? MR. PEREGRINE: The industrial rela tions deportment and the representatives of the Union should try to come to some agree ment as to tbe value o{U.U such an agree ment couldn't be readied, 1 don't know what the nunc could do. DR. FELTON: There is a point we might add hero. We grew up In an area where labor unions ate strong--tbe Pacific Coast. This particular problem one up in doling with tbe Longshoremens Union when an effort was made to sell them upon a Chest and serological survey. Through the very competent efforts of the health educator from the San Franduo Department of Health these men agreed to hare a chat film taken and also a test made for syphilis. If they on be sold--the Long shoremen--I fed that any union group an be convinced of tbe merits of a pirplacemoit physical examination but it must be ap proached Intdligoidy and not emotionally and the advantages of a selective placement system pointed out to them. It must be strewed that it is oot a screen ing procedure. We are trying to place (he individual where his physical capacities will match the demands of the job, and you are not trying to throw out people through the preplacement physical examination. CHAIRMAN INCOLDSBY: Thank you. Dr. Fcftoo. If a none obtaining employment in a plant, where previous first aid services have been rendered by a fim aid worker or an other nurse, finds there are not any stand ing orders and tbe doctor is a "Not-on-CalT* physician, what should she do to obtain writ ten standing orders so that she will not be violating tbe Nune Practice Act? DR. FELTON: It would be incumbent upon ber to scream as loudly as sbe an to management that sbe needs tbe protection of standing orders. 'The standing orders should be obtained front tbe doctor, irrespec tive of bow much time be puts in. MR. PEREGRINE: Sbe should impress !8 35th National Safety Congress, 1947 upon management that the company needs (he protection of standing orders too. There ate many difficulties in cases that come up where a case goes bad and where it's found that no one but a nurse has seen the in* dividual through a long series of calls. I think for the protection of any business house, they should have standing orders, by a duly licensed physician and surgeon. It should be covered because the business bouse that employs the nunc is subject to legal liability. Perhaps in certain cases the nurse might go too far and not be covered by standing orders. CHAIRMAN INGOLD5BY: How shock* a nunc obtain management's peraiarion to at tend conferences} MR. SMITH: I think the muse should ap proach management with as many facts and figures as she cars as to the benefits she can derive and her department can derive from attendance at these various convention*. She must be able to sell the idea to her Irame- diate supervisor in order to see that that's provided. I think that applies Dot ooly to the nurse, but to any ocher department ol any concern these days. We alt know, that certain definite advantages come hoot our association with people that we * at these places a* well a* from the prepared programs that vre have. I think that there again she has to do a selling job in order to see that sbe gets to go to important places. f think we all find there are to many things of vital Interest to us that we would like to take in a great number of them. If the nurse uses judgment as to bow far sbe travels, how often she goes, and uses good Judgment in picking the most important aiuj doesn't overdo it, I can't conceive of modem management noc permitting her to go to places she thinks she ought to go. TUESDAY AFTERNOON SESSION October 7, 1947 Presiding: HAZEL H. LEF.Dtt, R-V, Thilmany Pulp and Paper Company Venereal Disease Control In Industry By HERMAN M SOLOWAY. ND. Venereal Disease Consultant* Division of Industrial Hygiene, mmols State Dept of Public Health The health of the American worker is re ceiving new and well deserved emphasis in (he United States. Los than to years ago industrial health was the recognized concern af health departments in only t? states, whereas today more than 40 states are ea- {aged specifically in the development of pro grams to render health service* to industry. The worker and the employer are demanding these services as they become more conscious of the relation of health to earning capacity and to production. An industrial health program should make provision fon t. Communicable Disease Control, such as. Venereal Disease Control Tuberculosis s. Occupational Disease Control Dermatitis Diseases due to chemical and physio) hazards 3. Non-Oeaiparional lllaess Emergency treatment and diagrams 4. Environmental Control Control of dusts, fumes, gases, etc 5. Dental Program Oral examination* 6. Medical and Nursing Service* Full or part-time 7. Health Education Nutrition General health promotion 8. Rehabilitation Handicapped workers A vcuerol disease control program, wheth er it U carried out on a national, state or local level, or in an individual industry, should be conducted on well known public health principles* deigned toe the detection and prevention of communicable Industrial Nursing Section 19 The objective* of a venereal disease control program are: t. To diagnose a* early as possible every case of syphilis and ptaonha. (Cuefinding). a. To institute competent medical care as soon as a diagnosis is made. (Treatment provision). 3. To keep infectious am under medial care until they are no longer a menace to rocicty or to themselves. (Case-hold- 4. To pswrens new infections by medial, educational and legal measures. (Preventioa). The importance of "group blood testing" can be best shown by the number of positive blood test* reported by special surveys, such as the pranarital, prenatal and industrial biood test*. Results of Premarital, Prenatal and Industrial Blood Tests (DownstaCe minors) Industrial Premarital Prenatal TnistKmvn. Jan.-D& im jan.-Dec. 1945 Jan.-Dec- 1948 Jan.-June 19(7 Humber HSS* 43-S 54.`7 HU44 PotUlve 4**S *599 4?8 % 891 603 69 Number 6*977 77**9* 5fr*7 61.(45 rosstfee *794 *$ 1,006 % x6 *.16 *79 `-4 Humber 8(411 6*484 96.535 47434 Positive % *-47 644 1.01* i-S tj>Q 46$ 098 Mam blood testing surreys for syphilis still remain the most effective method of cue finding for all stages of syphilis. However, active contact tracing of early infectious cases of syphilis and gonorrhea will bring to tight many new infectious cases. An cptdetniolog- ial investigation of such oies should be undertaken by the plant nuns, or, if none are available; should be referral to the local health authorities. Obfocttvqs of tho Venereal Disease Control Phase of an Industrial Health Progmm Employer (t) To the productivity of labor by im iring the tHdcacy of worker. (t) To laua work interruptions and labor turnover. (3) To prolong the active productive life of the worker. (4)-To nrinfaaive personnel problems which arise from having ttupeded or known cates of syphilis or gonorrhea in the plant. Employee ft) To improve the worker's physiol con* tfeim and thereby prolong the indi* vfchnth tarainy capacity. (1) To redoes km of time through illness c jajar. (5) To adgms the individual's work in ac cordance with {immiuI physiol apa* talkies, with ptfit both to employee and employer, and without risk to the individual, the fellow .workers, or the public. (4) To smuts the worker of readying ap propriate treatment for syphilis or gonorrhea for as long as necessary. industrial. Medico! and Public Health Agencies (}) To develop* as a part of an effective and continuous- general health educa tion program of (he communities and the schools and the industries, a useful venereal disease cduation program in industry. () To prevent venereal infections. (3) To assist In the discovery and diag nosis of all existing cases of venereal disease In industry. (4) To see that all venereal disease cases found receive suitable medical treat- ment. (5) To see that aU persons who hare been in dose personal contaa with infec tions venera! disease asm are given the benefit of medial observation* and of treatment if necessary. () To prevent the various disabling com- 20 35th National Safety Congress, 1947 plication of the late stages of tbe venereal disease. (7) To assist in the establishment of poli cies for tbe employment of applicants and for tbe conlinosUon of the serv ices of employees who have a venereal Hheave. A venereal Hiaav control program in in dustry shooid be pan of a community wide campaign against venereal disease, and the whole phM and oominanity undertaking ifinuH be as integral pan of a bread taotunroot program of general health education. However, if wo community wide program isin efta, then steps may wdl be taken by any interested group to get tbe help of tbe tool health department and other agendes to develop ooe, so that tbe total health pro gram of Use community and the industry will ultimately be established. An industrial health program need not be delayed for such. community action but may serve to stimulate and even initiate it. Tie isiimnrr and guidance of the local health department or the district office of the nUnois Department of Public Health may be hard in arranging details of tbe program in industry. In each large industry in which a venereal <<" control program is to be established, a foist labor-management com mitter will be of tremendous value in work ing out tbe details of procedure as well as establishing the policies co be employed. Some of the functions of this committee would be to determine procedure of medical referral, to set up rules a* to tbe confidential nature of medical bdlnp, to establish the policy in handling recalcitrant cases as wdl as occupational readjustments, and other pertinent derisions and recommendations. In large industries, tbe fun-time, medial personnel will be able to carry out all the functions of tbfe program, whereas small in dustries may need to rely more heavily on the health department. It is absolutely raignf.iat that a. venereal disease control program in industry should, tike all other phases of the industrial health program, be preceded and accompanied by a continuing eduadom) program. No attempt wQl be made to outline the spedBe steps, procedures or methods by which a writ-rounded health dwaiios pro gram for Industry and the whole community may be developed. But guidance and co operation in working oat the details an a custom-built basis may be had by labormanagement and dtizens* committees from tbe full-time official local public health agency- The people of each community, and the employees in each industry, should be given a satisfactory general undemanding of tbe nature of the leading veoeral diseases, of the ways in which they are spread, and of the ways in which they may be prevented or cured. Both employees and eoploym should come to realize that not all asm of vetseml disease are infectious, and that under suitable treatment infected persons may be caploycd safely and profitably. Plant-wide and community-wide under standing and support of the health prefect can best be developed through appropriate committee organization and committee ac tion, with tbe help of pubDc health officials. The committees may well prepara, or obtain from (belocal health department, suds edu cational materials as they whb to use. Edura ai motion picture films, la tfi atm sound vesaam. are available through the local health department, n me riiK-stiwr* leaflets, pam phlets, pesters, and so on. In addition to such materials, the local health department an arrange for the provision of speaker*'and of consultant service in tbe planning and de velopment of the Industrial and commuuitysride program of eontizsooua health educa tion. tt is imentiil that aS bitamitten pertain ing to employees with positive blood test* be kept ABSOLUTELY CONFIDENTIAL, be tween the pcxaoo Involved, tbe plant phyridsa or plant name and the family physidta. AH such impTidiBab may be iWtigiwcrt by cede or key nwmber. The value of a angle btead ted h qomkatble. A pbyricxl exami nation and an accurate history of the sus pected patfot are very important. Aa effort should be made to determine any past his tory of infection or of earlier anti-eyphtbtic treatment. It well to bear in mind that fabc positive acrotogkai readtern may be found in malaria, leprosy. yaws, tuberculosis, infections akwwnarCrnsis. upps iwpiinocy infections, and certain vumiwriona and lootcubtioox. Under no drm--rnmr should treatment be started smril an aermatr diag nosis of syphilis has boss* unit. Blood testing should be intituled aa part of pccplacemeot physical mmlnatfasis, periodic physical ex aminations, general hreith surveys and serv Industrial Nursing Section 21 ice available on request of employee. The employability of a person with a posi tive blood tot which has been definitely diagnosed as syphilis will depend npon the type of infection ooe finds. In the early asm of syphilis the same consideration should be given him as any other person with a nwdlfal condition mpoossTe to specific treatment. In the early infectious esses such as primary or secondary syphilis or acute gonorrhea em ployment should not be interrupted since the admit sulfonamides and pcaidBlo render* these cases noo-infeetioos and even cures them In a very short H"* by the in tensive therapy method. However, in cases of late syphilis'with complications such as cer ebral, spinal, cardiac, or optic manifestation* the chances for cure are greatly reduced. Such coca should be given individualised study. Only after a thorough and complete physical examination and an evaluation of tbe job requirements, should tbe employa bility of a person with late syphilis be deter mined. Provision should be made, whenever pcauble, for occupational readjustments of employes who develop disabling manifesta tions that do not incapacitate them for per forming some type of useful work. An employee or apptiant whose initial blood tert Is positive should be "< into tbe plant1* medical oftce for consultation with tbe plant physician or plant nurse and should be Informed as follows: i. That bis first blood ten revealed a posi tive reaction indicating that he may have syphilis. s That there ss mm poaibility of its bring a "false positive.** y. Tint he is befog referred to his Bundy pfcyridea or clinic for a complete med ics! examination, inducting repeated blood tats to determine the presence or absence of syphilis. 4. That having syphilis need not interfere with his employment as long as be re ceives treatment and does not have some disabling manifatations which would entail a risk to himself or his fellow wockesx. When the diagnosis of syphilis is estab lished. tbe employee should be further ad vised: t. To begin treatment Immediately. t. To bring a note b the family physi cian, stating that treatment has been started. j, To bring a report from tbe family physician or clinic each month there after, showing that continuous treat ment k bring rendered. 4. To bring a ttstount from the physicon or dink; upon completion of the treatment, to the effect that the treat ment has been completed. 5. To rex assured that all information re garding the infemkm will be kept con fidential. If an employee Crik to take or to continue to take the kcdsumkIciI treatments, he should be reported to the labor management committee which will reomnioend final ac tion to be taken. A representative of the municipal, county or district health department wilt investigate all named sources and contacts of early in fectious cases of syphilis and gonorrhea and attempt to see that they are eramined, and that those found to be infected are placed under competent medfeal ore. Tropical Medietas By GABBOLL LaFLEUR BIRCH, MJX Attockxtn Prof--or of Mndidnn Ihpnrlmwl of Medicine, Unir. of DHaoia ' Thnsncrioffy the tropics is bonnded by the two great pnraSris of latitude, the Tropic of Cancer and the Tropic of Capricorn. Actu ally the fegahiim is by temperature and the taupiq i* bordered by two irregular lines, the north and math fit* F isotherms. Tropical medicine includes aU disrate* en countered in tbe tropica. Some of these con ditions are shared with the temperate 10net, while others are u"">--* exclusively to trop ical region*. Soma conditions that are mild and nue,in the temperate rone may be severe and common in tbe tropics, while other* which occur frequently and in severe form n 3$tk National Safety Congress, 1947 in colder regions may be beolgn and excep tional in a hot moist climate. On the whole, the infection*, bacterial and parasitic, occur in greatly increased intensity in the tropics, while the degenerative diseases are less no vne and more infrequent. In some rural, tropical regions sanitation, hygiene and preventive medidoe are not well developed. Poverty is great; diets are poor; food is low in caloric and vitamin con* lent. The climate is both the cause and the effect of these conditions. In the temperate zone climatic fluctuations are great. These act as physiological stimuli, and life progresses- on a high energy plane which increases combustion. The level of vitality depends upon'tissue combustion, la the temperate zone the lorn of body heat is optional and all measurable physiological in* dices are high* The blood pressure is higher; tha pulse rate more rapid;- the bainl nets* bolism is elevated; vital capacity is greater; growth is more npid; appetite is increased; and resistance to infection is greater than in the tropics. All of >h' is advantageous to the temperate aooe dwellers. On the other hand, greater combustion increases the demand for oxygen. This augments the work load on the arculatioo. In thac regions of greater meta bolic stress and strain thd degenerative and metabolic diseases occur frequently and in more severe form. These conditions indude heart disease, vascular diseases, diabetes, per nicious anemia, hyperthyroidism, cancer, leu kemia, and Addison's disease. These diseases occur chiefly in the older age groups after yean of exposure to a stimulating climatic environment. Conversely, in a hot moist environment heat lost U difficult. When these trying conditloas are prolonged combustion is seduced. This in turn decreases the demand Cor oxy gen and lessens the work load on the circu lation. All physiological indices are dimin-1 isbed; growth is slowed; resistance to infec tion lowered. Metabolic stress and strain are (css; degenerative and metabolic diseases are few and pursue mild couxycs. The hot monot onous climate makes man listless. The same factors which decrease man's activities In* crease the powers of raultipHcadoo of bac teria, parasites, and arthropod vectors of <<** Deaths in the tropics are caused 'axgciy by infection. Infections stop chiefly in the young. In the United States, most rapid growth and maturity -occur at' the latitude of northern Mississippi. The highest concep tion rates are reached when the mean month ly temperature is 0g* F. Fertility is decreased la the depleting summer heat, over 70* F, and In the exhausting winter cold. From the viewpoint of health and lon gevity. it is wise to be born in the temperate zone in order to avoid the Infections of the tropics, but to spend the later years of life in (he tropics in order to avoid the metabolic and degenerative diseases of the temperate zone. Tbe tropics provides a sick nan's environ ment. Malaria is an inevitable part of this life. Carls and painful teeth are universal. Syphilis and gooonbo are bequest. Surgery presents serious hazards because of infection. Life expectancy is shorter and death rates are high. Sanitary standards are lower. Water contaminated with typhoid and dysentery constitute*a great danger. / um who thinks himself well may harbor malaria, syphilis, filariasa, and several Intestinal words. Tu* bcroalosis, typhoid, or dysentery may cause his A*iK. The children commonly have tbe bulging bellies of malaria and tbe nodes and absremo of yaws, trh3e vorw add a physi cal and nutritional burden. Infantile paraly sis, noaltpos. diphtheria, nooks, pneumo nia, and Influent* are eriwi problems. In the tropica, air, sod, food, and water are sources of dfeasc Arthropod vectors fly in the ain bookram and stroogyloids lurk in the soil: tbe water carries flukes, leeches, typhoid, and dysentery; while the uncooked food may cootain harmful bacterial or pro uaon. Poverty, low tivilizatfoo. poor sanita tion, deficient personal hygiene, and dietary, imbalance all add to tbe problems of the tropics. The teaching of tropical and parasitic dis eases has been neglected In tits United State*. Since 00 part of this vast country touche* tbe tropics and since this is not a colonizing nation, the demand for knowledge of these subjects has not been great. Twice previously the United State* encountered tropical dis ease during war. Disease and war have always gone hand-in-hand. In feet, disease baa killed far more soldiers than bas gunfire- Even If the disease does ooc kill, sick men cannot be con queror*. In early wan smallpox, typhoid, typhus, and plague decimated tbe armies. In the Mexican War (tfljft to ifi*8)' 1,549 soldier* lost their live* in combat while 11x951 died Industrial Nursing Section 23 of disease, chiefly yellow fever, m*Tri*j typhoid. The soldiers feared yellow fever more than tbe gunfire of the Mexicans. 'Hie Spantsh-Ammcut War {1896) really introduced tbe United States to problem of the tropics. Yellow fever proved a more po tent enemy than Spain. There were seven deaths due to disease for every soldier who im killed In battle. World War I was fought largely In the temperate zone. In World War II our armed forces defended the Western Hemisphere and fought in the tropics of the world. During this war the entire nation, professional and laity, showed deep anxiety about the disease* of the whole world, even the most remote tropical island* of the South Pacific. Maas movement of people from one past of the world to another spreads disease. Non* immune persons entering endemic areas of disease are susceptible. The pasage of tbe causative agent ot dlnwic through a iwoimmune body increases its virulence. This may cause an epidemic in a region where a balance had previously been established be* twees tbe virulence of the organism and the resistance of the population. Hot only armies but ships and plana may carry disease by transporting Infected insects, rats, or other animals, as well as travelers. The war is over and our armed forces have returned from all over the world. Many of them contracted malaria, filariarii. schisto somiasis, and amebiasis as well as a .variety of intestinal worm*. Most of these men were cured before being discharged from the serv ices, but some still harbor these **---- The danger of the spread of tropical diseases in this country has been avoided but still there are many veterans suffering from chronic tropical diseases. , Disease may be spread by the civilian pop ulation a* well a* the military. With the iiK- we in the speed of travel, an isolated it e of any disease might occur in any place at any time. No point in the world Is further removed from any other point than 7* hours by air travel. This is less than the incubation period of almost all infections. Tbe opening of tbe Pan-American High way will shortly expose tourists to ah the diseases of Central and South America. If people are to have the cultural advan tage of free, easy, and quid; cosununtcatlopa with tbe world, they also may be ex posed to all kinds of diseases. If people are to be world-wide travelers, physicians must be trained in international medidne with a knowledge of the disease* of the world. Besides the viral, bacterial, protozoal and helminthic diseases, the tropio is character ized by frequent fungal infection and nutri tional diseases. There are many medically important animals of the tropics as well as poisonous plants. Heat stroke, beat exhaus tion and heat cramps also are important. So far our discussloa has covered largely the disadvantages of the tropics. Much can be said In favor of the tropio. I crpetual summer with abundance of sun shine is pleasing to many persons. Light, loose, washable clothing is comfortable. As there are few dinuic changes three is little physiologic adjustment. In the tropics degenerative diseases are few. Penurious anemia h rare and mild, leukemia almost unknown. Diabetes and toxic goiter are seen seldom. Rheumatic and arterioidoMlc cardiac deaths are few. Carcinoma is lex common and grows more skroly. Addi son's disease, myasthenia gravis and neuro* circulatory asthenia are infrequent. Tbe tropics has unlimited potentialities. Abundant fertility and great undeveloped resources give promise of a bright future for tropica) land*. When infectious disases are eonqooed the tropics probably will become the site of the most advanced civilization the world has ever scot, fj 24 35th National Safety Compress. 1047 THURSDAY AFTERNOON SESSION October 9. 19(7 Prefixing: HAZEL. H. UEPEF, EX, Thffmawy Mp and Paper Orpinf Mental Hyqiiu AQWdt of <m farinrtrkri fUnWi Program By RUDOLPH G. NOVK2C. MJX Medical Director, TIHnofo Society oi Mfiatoi Hygleoe The change bom agrarian to an induwrfal economy and from the guild system to mam production has necoritated nut adjimmesus of (fail nattoo's population. The need for the material and physiol aspects of such adjeot* menu betaroc apparent almost irr -ncdJatdy and the necessary steps to meet (i ; needs were begun early and continue to the pres ent day. These base resulted, for example, in the shifts of population, the growth of urban enoten, the otpnizstioa of teber unions and the dcrciopaeu of corporations. The necessary psychological adjustments wire, on the other hand, not so apparent and hence little or no attention has ben paid them until relatively recent times. Lydh Gibenon. in a war-time surrey of indmcrial psychiatry, portrays the industrial worker's problems as foUovrs: "One to complete absorption with the phy sical and nedhuiol problems incident so its nuuhroota growth, industry has tended to neglect the individual's hunger for personal significance and dignity. The industrial worker is faced with this paradox: outside the factory gate be is a fully rounded being, wbo * expected to like children, vote Intelli gently. uatknUfld our nation's foreign pol icy. and every great problem his own: inside the factory gate he too often expect ed to employ, only a fraction of himedf, to become an impersonal unit, bard and sett les*, working through his best yean with an other man's tools ots a product vrhkh wiB not bear his name and whose fttnetioas be raxdy comprehends, looking forward to the pay envelope with which be. too, can boy what he wants in a market where labor is just another commodity/ This ocrmontaal ind engineering conception of a worker as a modified handle to a machine dies hard: only he statistical proof of a greater efficiency and pester savings because of a more human ndustrial attitude has become effective in mubating it/* Thh wwwsirol pmf ho* brew provided. Tfere a arere bware* is < drill mtlcwdo will mike for peaacr effiriewey at weaken asd atwppaw Ire Maey is part by the aeommlttad nhoha f sreasich data from W. IT Timtrigi finnrrh Aawlyw for the ha Awskaa Befieieg GnpcaSta e three seed ikfsnwaw or divirions www of the mrifinl. safety, and ynwmd stsh. The frerodnafow of mwtol services m taiga phsts brought shore better refaction and phowat; k also kosettd a scnee of security in the workers ud encremgcd more anemlco to,working ooreiltioc*. When safety programs were in stituted. fuller appreciation of the human anas of accidents and of conditions which affect acridgot rales, came. Emotional condi tion* and facton in the life of tire worker not directly connected with the week were recognized as causes. Personnel dqmtmuncs provided belter records, better placement, and investigation of labor turnover.*'* Although industrialists have for some lime recognized the value of physical examinations and certain laboratory tots, it is only within cronparaitvcty want times that they hove iwsnrlnml and psychological futon in indus trial adjustment One may wonder why industry rhonld con cent iuett with emotional and {Mythological disorders. Are they premiere enough to cause concern? Row do they affect industry? It has been stated that approximately 40 per cent of the general practitioner's patients &H with in this group. Selective Service figures, fur Industrial Nursing Section 25 thermore, indicate that approximately 90 per cent of all medical rejections and 90-40 per cent of all discharges were on a ncswpsychiatrie bash. Lydia Gibenoo* estimates that at any one time la any large organization there will probably be 10-15 per cent of the workets who are unable to bear tSdcgtly the stresses of Industrial work. It k therefore ap parent that Industry fas its proportional thare of mew and weesau who are suscep tible to fimlwiil upsets or are actually snfrexfng frore psychiatric dkonfers, A* is the question of the effect of astiowa! dhnwlm on kaSnstry. I weed only cxH to fosr attention that psychological futon any play aw Impretain role or be responribie for s. feffectual activity--which involves wet eoty tW uusker tfloMd bat may ^nad In ewewnfe dedw to involve other maptoyees shore Mm. a. Aii|lsliiiiti of fatigue. 5. hscrewe hi scrMre rate--aoddeot prawswre* may he a neurotic maaifoutioa. 4. Chronic hypochondriacal complaints -- wdi rnreyItliOv may be purely faretfasal in atm. there befog no organic tenon, hifiretkw or Male condition; or more twoaSy, there muy be some organic basts for the coasphhu, bre rarely of such severity as to aoamwt foe the umc.ious txmpiaiiux. 5, Increase m bespitaUnison rate, sick leaves and rompmsiriim riaima. ft. laormr la absentedwo. ?. Istwisr In slasholfon. 8. ftvqsut job changes. g Unphamutuca* between empfoyem or betwere tfInyarr ml empfoyexx. The psychnfoginl dforrlcn among indus trial iwpfoyws do woe differ from those gen erally observed sreoog the population m tamLAs k to be expected, there areamong the tuphyes, jw in any other large group of pwpk afl degrees of mental handi caps or psychiatric problem. These foil into kv major caicgorics: (1) organic ocn logical conditions. (a) psychoses, (j) psychoneuroses, and {4) maladjustment problems. The psychotic, vrith hk complete dictate, gtacioti of pc industry with alley. as s role. vriB proem e difficulty. Tbe Bine usu- ally is readily apparent. The individual s dif ficulties of.adjustment are obvious add hence such re employee k promptly disposed of in ooe wky or another. Of greater importance to industry arc the two remaining groups, tbe psyeboncuroscs and maladjustment problems. Their greater importance stems from the fact that they are mote numerous and their condition may go on unrecognised as symptoms at psychologi cal disorders. We wiB have a modi better insight into the problems of emotional difficulties If we keep In mind tbe fact that these emotional dbcurbanoet are the product of personality and environment. It k wcS to remember chat any individual, regvdfeM of age, nee, ex, educational or economic status will doveiop emotional disturbances if the environ mental stresses are severe enough and applied over a suffident period of time. The war taught us much about human beings under Wans. Time war lessons are valuable for tbe undemanding of the psy chology and psychopathology of people un der the WTUKl of ordinary civilian life which differ from tbe military anon in quantity bat not in quality. When a sore comes to work in the morn ing he * not merely a worker. fib total persotBlicy arena to tbe job. He k a husband; perhaps a father. His health and activities outside- the foamy definitely affect bk work. These may account for absenteeism, inatten tion on the job, aoddeot rate and poor pro duction. In addition to disturbance* in bk outride life; tbe worker k affected by ta-pfont dis turbances. Satirise %. Gardner, of the Com mittee on Human. Rduirat in Industry at the University of Chicago has said chat: "As watch the protean* of adjustment within industry, we tfte that each individual brings to hb job a pattern of attitudes and expectations--he has hopes and ambition, be k seeking certain satisfactions. All .too often he finds that these experetions cannot be realised, he must change hit (oak and adjust to what satisfactions cut be provided. And in many cases we find that the work situation emtes ereawivs tensfoew and disturbances. We see individuals in agoda of firmmtion, we sew the growth of fcriiup of persecution and the devriopmrec of obtewive thinking, we see extreme apprvhrmfon of authority, and the growth of tnspkioo and antagonism throughout the organization. And, in many cases, we see them dhCBtfaencs as a direct remit of failures 00 tbe pert of management to understand what the organization is do ing to tbe people In ft.*** *26 35th National Safely Congress, 1947 To correct tis we can "apply .ourselves to undemanding the way the work situation can affect the adjustment of the individual, and management can take the lad in bond ing the kind ot organization within which people can make satisfactory adjustmeaL*** To do this we must have some knowledge of human behavior and personality develop ment and tome understanding of the manner in which individuals cope with environ- mental stresses and strains. Time does sot permit a long discussion of personality de velopment or the defense mechanisms- A. few words and some illustrative examples must suffice. Onr experience attrms the fact that the most important factor fa the mental health of an adult Is the patterns that were sec dur ing the first 10 yens of hb life. Thus, few example, an over-protective envuons--t. an uowiHingDesi or inability on the part of the mother to pot the child "on his own" early and completely enough, and the lowering of dependent attitudes may result in emotional immaturity in an adult individual. Physically fame people axe --fare, intellec tually they --y be below avenge, avenge, or even above avenge: emotionally, however, they are still children. Although many people may fall Into this or ocher groups to be diseased, it does not mean that Industry need eliminate the ma jority of workers. It is a problem of proper placement, training. soperrisSoo, and aR the other factors which --ke for good morale Luther L Woodward points out that: "Feopte who have mild conditions -- the man who n anxious and worried and can't cooedcrate well, the person who is compul sive aad has to do things in a certain way, the veteran who comes back highly scsadtsxcd to noise, or to specific noises--can be fitted into industry fa exercising the same care a* U taken fa the placement ot the physically handicapped. For inwancu. the man whose chief problem on bis job is a feeling of ten sion and restlessness obviously should sot be placed at a job where be has to stand or sit still far seven or eight hours a day.** As further evidence of the importance, of placement we may consider the relationship of intelligence to satisfactory work. Dr. Mat thew Brody, consulting neuropsychiatrist, Sperry Cytoscope Company says: "It is as much a mistake to place coo bright an individual as too dull a one on a job. The bright one may become hosed. cutkM and indifferent. The nrrriul) dull may seek any of the compromises and escapes known to psychiatry to (wuuft Us ego rather than acknowledge his inability to do the work. **We had coe veteran, a parachutist dis charged Cor a bade injury, whose mental age was nine. We rnoognirod this and though: we had a relatively simple job for him In the packing department- Within a few days we were told that his ctmdnct was btiarre. Upon investigation w* dbomiul that what we bad considered a simple job toreivsti packing a$ different items fa 15 different pari ign and the operation of a stitching mithlur, lx was far beyond Us capability. Our error here wm based upon faulty evaluation ot the fastiteaoal dsxuauds of that job.** Or. Woodward bJtairi how mdb an fadividual may ptore an asset to an organisa tion: "One of (hoe men recently came oat of the army, dhdxaiged under Section Eight, for the reason he bad proven to be *0 dnB the army couldn't teach trim the things they thought be ought to know. He was a big, strapping ftDow weighing over aoo pomade, with great physiol strength, of which he wax very proud. The wed firm where he had sought employment bad a policy of nfcning questionable men to a community clinic fee a psychological and psychiatric evaluation. The psychiatrist recommended be be awfgscd to. a job that is simple, but which calls for great strength. Placed on a scone crusher, be handled such laxge pieces of stone aad fad the machine *0 fat that after a lew days be operated the machine himself, doing the work that three mess bad done previously. He found great satisfaction fa being the sole operator of this huge crusher. Although he had an IQ fa the dais be probably was as happy as some who have IQ's of ifio,** Another type of problem may be described. Dr- Eric Clarke, psychiatrist fa the medical service at Oak Ridge, pointed oat that "Many workers knew that they were dealing with unknown toxic material . . . (and) the con stant watchfulness and checking did lay. the ground for anxiety and subsequent acute panic states in the more unstable.** Less dra matic but equaBy important are the prob lems presented by wstoi fa civilian plants where Untie materials arc used. Dr. Theodore Frank, Medical Dituiot of the Fan-American Refining -Corporation, points out that: Industrial Nursing Section 27 The employee who ibrnks be has ben exposed to as iodmtrial bard, toxin let ny, goo beene fearing wtS bat tafai n attack ofaoghintnd polo fa (he chat He <kdds, on bb own. tbu cxptnme cawed the attack. The physdu beets hie story and. knowing (be uoooat at tbs mnam nd dn toxic effects of the nsfaemce fa quwtlon. adrises ebe patient that these h no arntwrtim banem the ten The patient then be- contf frufoas at the doctor (whether be it cucranttwf mh the !--t'liny or oat) and scalds aad mis so tiokatly that the ptysi dan ormrhuki that there is men than meat* the eye. If a prams of careful aad frtisHy ijsstirshg in nA a case ft is often rwhir r that the pmriwt is reafiy --fried I unite mirrfir.nrf. a Jnasctoc t fa the tiny, an unresolved potodty rwndla. and. because hit attempts to aafra his peohhra have bns umncesmful. he dewlaps a fteffng of hewtfae. ftwntion soon beesracs irvfeatiot aad the on* tfanal *xn dsns hwisg b unpxnSr e> tiered by a Msw up. Kkk pwibfe to lay hfana on s--e other pm-- nr ynt, fa tUt wan, j,, *mp*ny,, the ego b bettg sewed, and the print Ink better. Car the nunt. bocanse he bn sdfemsd his fcaKngj. a sort ot ; acre b not ob tained fa this --y. The technics of i hygiene teach ns in investigate such a situa- don aad rtfau i u, I prasitdr, the truth of the whole --tier aad then expfctfas it fa the en tirety to the patient. If hit emotional storm has posted. this win tehee fa many cases. If it docs act, the bat rename b to take it op through a more tborongb process of investi gation and re-education and readjustment which is best done in an institute of mental hygiene by a psychiatrist or physician who sperfaKm fa peydwtogiaat therapy,** Another aample of industrial Kits which ay lend to motional disorder --y be clasri- ted as "promotion depicsion** which de velops when an individual is placed fa a petition which requires more ability and responribOity thau be bat or is able to as- These are a tern eampteL Everyone here cmrid add many mote to fan lot--more use ful dsu, perhaps, biuna they occur more flmqnrasly. Those I bare nhunl were chasm they Wuscint certain principles. BIBLIOGRAPHY Chnam. Wi G-. XJD. /.faWnW Fr*k**rt-- 4 Vsvttat Sara* M: P*. 1MM1M, j2r~lM*. 1 iidiig r.BT. H. ruw Tnmdt. "Mssifal," J-J; so. 1-4. faredL 1--. WffeSt;43s^ w AT4W, Ocnhr, IMS. <Mwr, BmW M. ran* TmO. "TW Pnk fad Ms--I Hums* In IsAntrr.** Jd: p. 4, IVnallui, Latter fkfi, Jtmrmal *f R- itsWUni.-. 'V.*! TTriim PnAtow is Vncstioaa* lahUifan,* Ihnk 4L /#--Cmmtrticwt State MtSUti *Ckfhe, Erie Kmc. M-D. ^wiim /--( f P.grtirtry. "Psytfaattic hittw at Oak Jtifee/* tOX:4: pp. 437*444, Jsamrr. IMS. Vnak. TWfar* M- JLD. Tsms Trtud*. TV Xadutrial W/siklsa` Vicnal Tswmd Maintain ing Health is tthy," JJ: pp. f>, Ifarch. *C--o. Eomk 3.. MJD. PmUic HtmUk tfur*a#. "Mortal SiyitH a lifastr/,'' October, 1JM2. Fatigue States--Their Effect on Individuals and Industry By SIDNEY A. PORTIS. MJX Assotidfa Clinical Prof--or of Medicine (Ruah) UalraAy of IBisois Collage of Medicine I mut cools at the outset that I hare no natal observation on what gum on fa indus try per *e other dm what 1 am told by my portents who seek my advice. I am, therefore, going to discuss the problem of fatigue horn thtfa xurmisi and from their laboratory aad riintear evidence. My fatopretatioe* are based on these ofaeemtioos and must be pro jected as they affect industry.- It must be emphasized that oo one can separate the individual from Us work. We are not dealing with robots but with people whore body and mind are pure and parcel of their daily contribution to industry. No one wants to admit that be or she is not capable of pafremirg his dally tasks. His very ex istence is interdependent ou Us ability to pcihum Us daily work. The compensation' be 28 35th National Safety Congress, 1947 reedret help* to produce tbe security that all of us seek as our goal. The attainment of this goal is vitally neesnry Bor a stable emo tional system. rJtfany factors enter into instability. All of us know that early childhood patterns may transcend into adult life to plague us later on. We portray these childhood pattern* in many nays--not as a child but as organ Jan* guage which represents our early difficulties which at that time were expressed by those patterns. The resulting pathological physi ology accounts for these symptom complexes. Thi* altered function has its origin and deTires its fanpoi-- from the repressed or sup pressed emotional system of the patient. If a patient has not the security which he should enjoy, be will develop pattens in his body tbe same as a child who cries out for loses protection and food. Farthermore, no other vital function plays such an important part in tbe emotional household of tbe In dividual from early life as dots eating. Tbe relief from physical discomfort that the in fant experience* while eating and the satis faction from banger becomes deeply ingrained in tbe child, being associated with a fading of well-being and security. This oral-receptive manifaRation in early Infancy is a natural emotional state of tbe child. In later life it note be repressed beam/- it Is not lmusual- out with independent adult life. The re pressed oral trend* may produce, a disturbed function leading to changes in rise physiologic equilibrium. Tbe recognition of this physio logic imbalance affords the physician an Op portunity to oplore the symptom (Simplex of the patient and develop adequate and ra tional therapy. We can, therefore, endausnd how so many individuals in industry may have disturber! motional households because of these wpmsod trends which are incom patible with adult life, Tbe voder who flies off the handle at the least ptovocstion trio to justify bis impor tance in a iw"11^ which is similar to tbe temper tantrums of a child. The individual who cannot compete with bis fellow worker develops variant mope mechanism* which, in (urn, alur body physiology. Very few with to admit their tnabcHry to do a certain Job which they are [-*"( to accomplish. Therefore, they rationalise their dlfficnldes, not la Callarts, but in symptoms which become a means of tdf-jastfSmtioa. Thus we ted fncSridsah who complain of _ fatigue--fatigue which may not be related to effort expended bat which b associated with and due to tbe feck of aest and cnlhucasra to do tbdx Jobs. These fanttvidnah tend to avoid tasks which require tbe utfiizattoa of body energy. Tbls fatigue Is a "tit down" strike of the body. All of us wiD admit that when ire have a lea of ate and enthusiasm, when we are bored or when we face a task that is beyond our ability to accomplish, we fed tired. Tbe voter who complains o farfgoe is WbbUm to tbe soldier who develops "battle fatigue** when faring danger, it is common knowledge flat, with tbe soldier, an caw **"T--1 disturbance in many instance* rather than sheer exhaustion from continued Jem of sleep produced th< fatigue, it Is Important for you and me to inquire into the mechan isms of these fatigue stats and see if we sn oot come up with tbe proper answer. Tbe worker who, after a presumed good eight hours of rest, awaken* tired. Beds foggy, frequently complain* of headaches, finds that his agOixy I* somewhat hampered. Re mys to hiiaief, "l wtei I didn't bate to go to work today--if I could eoly throw that alarm dod oat of tbe window!'* Be frequently fad* to sec bis shin dock, the night before. If on alarm clock awakens him, be rationalises by asjing. "It was aoc my fault--the dock didn't wake me up.** When he wakes up, be wretches, it Is dignite for him to get started and then fear* enters bis body and he * a "bee line" far his morning bathing and off be banks to work without rafldcat food. May be be jumps eat when be gets to the bach for that extra cap of coffee, giving him enough to stimulate him. Or be goes out very arfy far a uwlc-t drag or two oo a cigarette, the fnfiahrinn of wbkh pouss some sugar inie the blood. Temporarily be feds a Utile tola bat that can't wait until the noon beO ring*. It Is weff known that tbe effect of smoking is a lowering of blood sugar which Is modi more prolonged than the tskiil ttspae which raised U- He esa a harried hack sowrimri very little at SB; and If it is a woman, shegrab* a sandwfcfa, runs off to do some shopping, runs bock to her job to pwwth the time dock amd Is bay* ac wart in am ware. He wests unevenly under ortls nos with' the earn of a stable perara bur akk alt the turmoil of one frying an suntut some ImprBIng farce whkb fa isffhig Mm ra "alt tea. rake it Industrial Nursing Section 29 easy. fosn*re tired." He has not enough energy and umiwl In fa calling oo nnnamral forces to tree which to Hu fa a atnpcsdous task. A nakfa, non fariguid. wefl nourished individ ual couM acmrapCffk this task with the case and puodffte itel is maoqJtcd with an or- -- sod oo the evaluate the unuhfclt may produce fa- dteaa what auggestioos I sfafafc you tmember from your studies in phyffofagy that you were told that the body has only omugk mpr ht reserve ia the liver far twelve tents. The sugar, carbohydrate or other feeds which you fagot fa brought to the Brer Cram the |pcn]imcKfaul tract and these fa mode soon gfymgen. is straw! and api* broken 4m into Ample sugar or ghscaofc Tlsh Irarea the Brer, eaten the sys erase onsonra ras ana *" a depnairsd fas tte fcsfly tiisrar. mainly the ranstk*. This kusSa Is faraued la tte islet * of the puwwt and normally dralsb* in the blood wwsn. The sugar which leaves tbe liver can and dam stiamlate tr^iiin formation. Iscwmd production of imntfa aim bcnwgbr about by xtehte of tbe vagus neve which Tunnrram tte pancreas. I am --re yss knew that the ragn* nerve fa (he aoc faputaat fa ^snufnujtfiul physiology. You ika knew that tte vagus pare has is wigfa iu the faffs. Therefore; tw--ifo from the panama can be Uare--d in tte blood Sir dm raroc pan by these cm tonnes. It la hffirtteiog to note that some of tte tograr auefag tte hfaod man hm tte ffver does not need hrarilw for its deposition throe ef tte qn lifiwid tfawu* of tte body --tty, the brain, the bout and the kid- o*yt- Bmrerer, most of tte sugar (* the bfaud Brora the Brer fa fora--1 into gjy. ogm fatewadovfaRlt fa broken down into simple tugar by an enzyme system and then into carbon dioxide and water. It is only under, abnormal conditions *h* sugar or glucose may return to tbe general circula tion from tbe musde tissue. Mast of the sugar we use in tbe body Is derived from tbe liver. Thus we find that we are dependent upon sugar a* an important port of our daily metabolism. It I* interesting to note that tbe brain de pends far the most part on tiaygui and sugar for tea metabolic needs. Tbe plxupholipid metabolism and tea nourishment far the brain tea not beta so daariy woskad oat. It fa well known that when the blood sugar fa below the normal level Bor a particular in dividual, the odk may take oo water. This is called edema. Normal functioning of the brain ceDs is interdependent upon an cfectxo* lytic balance tinttear to tbe cell of a battery. It is only logical to assume that if too "wh water esters a brain ceO. its fandfan might be impaired because of a disturbance of this dtcDtiytk tofaiw. Tbe paifens with emo tional disturbance* ha* sufficient difficulty stabilizing himarif -- the added burden of a disturbed physiologic and deetrolyiie balance in the brain will only exaggerate an already altered fawrim. Tte a vidoos aide fa es tablished--a boh abody properly func tioning products Iaa evil stimalstfoa of the Utt crib of the pancreas by way of the vagus nerve, which Increase* inwim formation. This takes more sugar cut of tte blood which. In tarn, dqxini the brain of an adequate sugar opplf. Such lowering of'the blood sugar fa called relative bypogtydesda. La, it fa hypo* gtycenk (towro! blood tagai) tor tint par ticular individual bot the * level may be floraal for another todMdaal. Tbe body reads to a disturbed sugar bal ance by withdrawing the ifotfcd petson bean additional activities. These additional activi ties can only lead to burning up or utflizing more sngsr from a bfood level which fa al ready having difficulty insiiilifntiig a proper balance. TZtfa withdrawal mani- Bests Itsetf Iu the ijiapunra of fatigue. Each Of os at some time or other is fatigued-bom hard vok or bra lews of deep, bat In many inaiawrt from a came that la net appoint. This mwrpfafaahle ranse is tbe ooe te fa of most concern to tbe patient. We aneamre tte rate of disappearance of the sugar tea the Wood stream by a sugar tolerance trac. Zf owe Injects gTM-- of 30 35ik National Safety Congress, 1947 glucose per kilogram ot the body weight into the veto of a patient, a normal individual will utilise bis sugar in a well defined man* ncr. If a pawn is fatigued, this normal curve is flattened; (his on only mean that the sugar left the blood stream at a more rapid rate. My clinical Observation* lead me to conclude that these is an abnormal amount of insulin produced in them fatigued individuals. This presumed hypesinsulinism is the result of increased vagal stimulation reaching the islet cells of the pancreas. The main function of these cells is the formation of insulin. If, in a given patient with a so-called flat curve, we inject t/50 grain of atropine sulphate before Injecting the sugar into the vein and then repeat similar glucose tolerance observations, namely, taking samples of blood at the fasting level and every thirty minutes alter the in jection of the sugar for two boun, one finds a curve of the more normal type rather than the so-called flat curve Therefore, when we use a paralysing drug such as atropine sul phate, we block oat the vagal stimulation to the pancreas and we are able to prevent hypoaairily of the pancreas from stimula tion. These stimuli have their origin in the brain. When I applied this therapeutic ap proach to a large group of patients who were fatigued from this mechanism, their fatigue completely disappeared. This was accom plished by the administration of atropine by mouth three tims a day at meals and an additional dose at bedtime. - Occasionally one finds a so-called "fiat intravenous glucose tolerance curve'* in a patient with peptic Hirer. I was interested in seeing if,-in a patient operated on for nicer in whom a complete section of the vagus was used as an additional surgical procedure, there would be a normal sugar toloance curve instead of the previous "flat curve.'* We found that by cutting the vagus nerve we accomplished the same thing for a pa tient as we did when we gave him atropine. 1 am sure you will agree that it is rasier to lake atropine than to submit to an operation in order to cure fatigue. You might also be Interested in the obser vation that these fatigued patients have headarises at tiroc*--headache* which arc so In tolerable that they think the "top* of their heads will come oSJ* These headaches are frequently present on awakening and as a rule are most marked in the middle 6f the afternoon. Such headaches could be com pletely abolished by the regime which ] have outlined when they axe a pert of this particular fatigue picture. Hay 1 parrnthetl- rally >iit 1 thi,,v headache of the school child in the middle of the afternoon, which is thought to be due to eye strain and in which no refractory emus axe found, may be a pan of this wvrallnrt deaxranged sugar tnWMlua. It is of interest to note that these fatigue have frequent bowel moments (di arrhea or loose stools). Here these ps> tro-intestinal symptoms could be controlled by the management outlined above However, X must inject s note of warning at this wage. Neither you nor I have the right to coodude that this fatigue mechan ism which I have outlined is the only cause of a patient's fatigue. This diagnosis must be made by a physician after a thorough into all porible ranees of this fatigue. Someone is going to overlook aa intipicslt ram of tubmuloris or a beginning ranccr or definite infection if they make a "snapshot" diagnosis without subjecting that particular individual to a thorough examin ation. There is too much superficial work going on today and the only prawn who is the lota is th* portent. You as nurses and we as physicians have a responsibility that we must never shirk. We should face this prob lem of fatigue with an open mind^-always giving the patient the benefit of the doubt. Now, what dora all this mean? Appamuly the average patient who is fatigued not from work and not from lack, of deep and not from diseases which might auw fatigue, it fatigued because there has been a disturbance m his sugar metabolism which has its origin in the emotional centers of the brain. These individuals have a pernicious inertia; they have no rest and do enthusiasm. They do their work in a monotonous fashion. They are disinterested and they are exceedingly accident-prone. Surveys have shows that accidents ocmr at a higher percentage toward the middle'oC the morning and toward the middle of the afternoon. In the light of our evidence,, this ran probably be interpreted to be ,undated with lowra blood sugar levels. It Is railed the post-digestive hypoglycemia, which Is more pronounced in individuals who have fatigne a* a port and pared of their motional difi. cultira. If we could project these evidences as Industrial Nursing Section 31 they affect industry, we might be able to arrive at a better mvtewMnrfing of the fac tors coGceroedL One's daily diet is aa important factor in the treatment of fatigue, it is esrential for a pesos to have a good wholesome breakfast, la mid-morning he AmM have a small feed ing. such as milk and crackers. He should rat a fairly large ImiIsuil In mid-afccraooa be should again have some additional nour ishment and be Asrif rat a good dinner, before retiring he U,"L< have a mack of easily iTtgsstihfc food. Time does out permit the imaprasifcm of the fact that thrac indi viduals should suit free Rigor, in the form of sugar--randy, hooey, jcOy, syrup, from their daily dkxs temporarily, ft may seem paradoxical to you that I say the patient should avoid tree sugar as jtut enumerated, when a patient has a low blood supi. How ever. for the present, experimental evidence justifies this mtewt. AQ other raibohy- dines axe pcrmMbte la the diet, if they ate under a pkyskfanh rare; atropine may be' given in therapeutic inn to bower up rids regime and relieve Un of fatigue. ft- is important far industry ts recognise that the average individual ts anxious and willing to do a day's work but if he is im peded by iraurtuusl which later- fere with that pitiful occqpatioo. be is mote of a liability than an met When ooe has individuals who are icddau pnoe; ft is im portant to inquire into their emotioaal sys tems and their dietary babies. It b the righrfal duty of industry to expect a person to do eight bouts' week. It Is also iaesaobent upon indtuexy to see that that work hint bar- nocuous fflntooaxat and that the work Is not boresome and mobotooows. ft fa probably better for industry to pay for the food which they give these woikm between meals than to allow the individuals to have their rot periods only to smoke- 1 would be willing to prophesy that the efficiency of the worker in the fast two or two and ooe-hal hours of his day's job would bo increased jo to 40 per cent if he had a mld-afreraoon fording and it should be obli gatory for him to partake of tbfa food. 1 bare do watistics at hand but 1 would be willing to postulate that individuals so handled could do aa much in forty hours a week a* they do la forty-four. industry must amuse a my sympathetic and tolerant attitude toward ibeir workera if they are emotionally disturbed; tt they do net have the scrarfty that they seed: if they axe fatigued. It is Incumbent upon industry to see that the employee leads a more harmoni ous, . ante stable and % aoohii|Md aktnee. The worker, 00 the other hand, must also know and be imprimed by the fact that be has a job to do. He should try to rid himself of his infantile and recognise that the fatigue of which be cnsnphhfa may not be due 10 the job per se, bat fa msorhferi with a great many emotional facto** which have developed Ufa so-rafted Tkdsws* strike. h would be profitable for ImHusrry to have indhriduafa in their penooad depaitmcuo who are particularly qualified to investigate them --instabilities. Fmuiutivc medicine fa draper in the Wag tsa than cunthe laodkiiw, X aa a physician and you as nurses are only interested is producing a mate healthful, a more water and a mote peaceful environment for those with where we come in contact. Industry vriB never fad the nuxting and medical profeatioos lacking or unwilling to do their job. tWO--MS--N 35TH NATIONAL SAFETY CONGRESS VOLUME XIII MARINE SECTION r 2SSNATIONAL SAFETY COUNCIL, I N C A ^ 20 NO. VAGNER DRIVE 1 CHICAGO 6, ILL. . >" Foreword T^HE Transaction* of the 35th National Safety Congress and Exposition of the National Safety Council are pub lished in 29 volumes. Volume I includes the Annual Meeting, Baaqaet. Women's Activities, Index to aU volumes and List of Exhibitors. Volume contains the ASSE Session and the Industrial Subject Session*. Volume XXIX contains the Early Morning Sessions, "Psychology You Can Use.** Each of the other volumes is devoted to the sessions of a single section or division of the Council. The transactions are a record of the proceedings of the Congress, condensed and -edited for reference purposes. The complete original manuscripts, many of which contain charts and illustrations which could not be reproduced here, are available in the hies of the National Safety Council. The National. Safety Council seeks to eliminate from dis cussion matters not pertinent to the aims of the Council. However, it cannot accept responsibility for the views ex pressed at the Congress or in this record. It is expected that the new format of these Transaction* will permit wider and more effective use of the material re lating to various fields of safety. At the same time, the whole set provides a complete and indexed reference work cm all phases of accident prevention. THE NATIONAL SAFETY COUNCIL 201focti& Wocfcsr Dctva Chicago MB. ruimu rii. 3 35th National Safety Congress Transactions TUI* Vol Annual Meeting, BazujmL Wonwa's JlettvttMb to VoltnaM EuMhHcw . 1 American, Soctetr of Safety Engixwan and Sabfect A--Ions. 1 Aircraft Manufacturing Section.............................. 3 Air Transport Section............................................................ 4 AstoaoBn and Machine Shop Section,............................... 5 and Quarry Section...................................................... 4 dumical Section ................... 7 Coal Mining Section...................... t Commercial Vehicle Section............................................ S Con*traction Socflon ................ 10 Food Section .......................................... U Industrial Nanting Section............................ IS Marine Section.................................... IS Meat Packing. Tanning and Leather Luliwtrlee Section...... 14 Metals Section .....................................................................................IS Mining Section................................................................... IS Paper and Palp Section................ 17 Petroleum Section...................... IS Power Preas Section............................................................................It Public tJtOitiae Section........................... SO Railroad Section...................................................................................Si Section..................................... Textile Section ............ SS S3 Tnxtie Section................................. S4 Wood Pioibrti Section.......................... 39 Farm Safer.................................................................................... .SS Home Safety................. 37 Sf^ and College Seariona............................................................SS Psychology Ton Can Uae (Cody Morning Saaaiona).............It PRICES OF EXTRA COPIES OF 1NDIVIDUAI. VOLUMES _ TO MEMBERS i toy copies to to 99 copies too to 999 copies Lem (baa n pare*--? jo a. 4 to 4t page*- is " % .*5 <* S .15 no 49 " 9* PM**owf gfi payee- -55 " 5 ** 9 45 " jo Compfet* M of Tnunaction* <*9 volumes)--fc.oe seoaorsnore *.S NON MEUBER prices arc double member prices. 4 Maxine Section Encottvy Committm* 1947-1948 General Cfeaw-1WILLARD f. JONES. General Manager Marine Department. Gulf Oil _ Corporation. Sew Yi S. Y. rc* General Chairmen (Executive Committee Activities in New York) COMMODORE ROB ERT C. LEE. Executive Vice Pfeodeat. Moore-McConaack Lines. New York. N. Y. Advisory Committee (JM General CAarrvnan)--CARTER RENDALL, AwiWant Chief Safety Engineer. Bethlehem Sled Company. Bethlehem, Pennsylvania; W. C. GARRUTT, Indus, trial Rcbtiost Manager, Pittsburgh Steamship Company, Cleveland. Ohio; CARL L HOLMES. Manager Chhai Department. Manh and McLennan. Inc. New York, N. Y4 CAPTAIN EDWARD C. HOLDEN. JR^ Mgr. Safety Dept., United States P. fc I. Agency, fne. New York. N. Y4 CAPTAIN E. W. FISU, JR_ Marine Transportation Dept, SoamyVacuum OQ Company, Inc, New York, N. Y,,- JOHN S. HUNTER, The Atlantic Refining Company (retired), Fhthddpbm. Ptu; CAPTAIN PRANK. R. COGAN. Manager Marine Dept. The Delaware, Lackawanna and Western R. R. Co. Hobokes, N. u ARTHUR M. TODE. Cnwlifting Engineer. New York, N. Y. dautoit General Chatmsan (Programs, Meetings end Conventiom)-H. M. WICK, Ambtam to the President, American Baicatt of Slipping, New York. N. Y. Assistant General Chairman (Membership)-E. P. HEROES. Safety Director, Korean of Employ. *' Conpoudoa, Fedai] Secnrity Agency, Washington, D. C. Assistant Co*nW Chairmen (Ship Construction end Repdr>-JOHN W. THOMSON. Safety Eo^mr, Shipbuilding Division, Bethlehem Seed Company, San Fiandsca. Cxlildcni* Assistant General Chairmen (Marine industrial Relations) Atlantic Region-T. E. BUCHANAN. Goeml Manager. Marine Department. The Tcaas Company. New York. N, Y,,' Gulf Igfe-A H, SCHRODER. Soperriaor of Insurance and Safety, Freeport Sulphur Com pany, Port Sulphur, 1*4 Pacific Region--ANDREW F. SCHMITZ. Safety Consultant. Bsrtfie C Area. Bureau of Employees* Compensation, Federal Security Agency. San Franriaco. GaBSaraaa Assistant General Cfcafrmew fPuMic JtoIatfc7ir)-CORNELlUS H. CALLAGHAN. Executive Vtce-Ptoadcuc, Maritime Amodatiotl of the Port of New York, New York. N. Y. Assistasu General Chairman {Posters)--HAROLD J. SEGRAVE, District Manger, Mine Safety Appliance* Company, New York. N. Y. Secretary (Admiralty and Maritime Counsellor)--nxNKY C. EIDENBACH. Hagen and Ehlcnbach. New York. N. Y. Editor, IhHw News Letter--CAPTAIN HENRY BLACKSTONE. Safety Engineer. United So*m P, aad L Apucf, lac, San Francisco. California Assistant Editor, Marine Nemo Ltftor--EDWARD F. BRAVER. Chief Statistician. Safety DivSakm. Buieaa at Employees* Coopoxntlon. Federal Security Agency. New York, N. Y. lUglonol Actirttius aad CommittM* Chairmen, Coastal Xrgtow--ADMIRAL J. P. FARLEY. Commandant. Untied State* Cow Guard, Wmbfnytoe. D. C. Assistant Chairmen, Coastal Rigsenr-CAPTAIN G. M. PHANNZMILLER. ChiM. Zogfaem. ay XMvhkm. United Sate* Ccsut Guard, New York, N. Y. Director, Atlantic Regtow--THEODORE CEISER. Safety Eng.. Federal and Dry. dock Company, Kearny. New Jersey Assistant Director, AtUatie Region--HERMAN J. NORDSTROM. Safety Engineer. Newport . New* Shipbuilding aad Dry Dock Co, Newport New*. Virginia Director, Gstty Region ERNEST RICHARD, Mktaippi Shipping Company, New Oricam, La. AssdstaM Director, Guif JUgfan-JOSEPH F. ZUCCA. Safety Director, ComoJkhtcd Steel Cor- pnqrfom. Onaft; Texas Director, pacific Region--JOSEPH H. TRAVERS, Manager, Accident Prevention Bureau. Waterfront Employer* Amodariou, San Francisco, California 5 6 . 35th National Safety Congress, 1947 Assistant Director, Pacific Region--JOHN F, JUL1, Safety Dircdor, Cwaotkfatcd Steel Corpora tion k Subsidiaries, Los Angeles, California Director, Great Lakes Region--Vf. R, MACDONALD, Coumel, Hutchinson I; Company. Cleve- land, Ohio ______ Director, Canadian Region--JOHN W. Me CTFFIN, Superintendent of Safety, Canada Steun- ship lines, LtcL, Montreal, P. Q, Canada Director, Ohio River Region--G. O. GRIFFIN, Safety Director, Dravo Corp., Neville Island. Pittsburgh, Pa, Assistant Director, Ohio River JU|ion->-J. L JACKMAN, P<nonnd Manager, McCrady Rodgers Company. Pittsburgh, Pa. Director, All Inland Waierwayt-VICR ADMIRAL LYNDON SPENCER, USCG (ret.). Vice President, Lake Carriers Association, Cleveland, Ohio Special Service Commfttcac Chairman, Committee for the Advance of the American Merchant Marine--J. LEWIS LUCK* ENBACH. President. American Bonsa of Shipping, New York. N. Y. Chairman, Committee on Operations of Liners and Cargo Pcucfo--CAPTAIN LOGAN GRESAF. Marine Saperiatetdcst. tnKmim Steamship Company, New York, N. Y, Chairman, Stevedoring Committee-ANDREW A. NELSON. T. Hogan and Sons, Inc. New York, N. Y. Chairman, Statistics and Contests Committee--BENJAMIN H, SELF, Engineering Depanatcu, The Irirefcn Insnranee Company, New York, N. Y. * Chairman, Publicity and Publications Committee--H. J. HARDING, Publisher, "Marine Progress/* New York. N. Y. Pice-Chairman, Publicity and Pu&tieetfofu Committee--TL C BRANDON, Safety Director. Todd Pacific Shipyards, Inc* Tacoma Div, Tacoma, Washington Chairman, Engir*e*risig and Minimum Standards Committee--A, J. SMITH. Marine Engineer, Marine Ofice of America, New York, N. Y. Chairman, Tankers Committee--JAMES E. MOSS, Director, American Petroleum Institute Washington. D. C. Chairman, U. S. Navy Tatds Safety Committee--O. D. McCAULEY. Head, Safety Section (Code 785), industrial Relations Brandt, Bureau of Ships, Nary Department, Washington, D. C. Chairman, Maritime Associations Committee--FRANK C. GREGORY, Labor Relations Man' ager, Waterfront Employers Association of San Francisco. San Francisco, California Special Maritime Advisor--H. L SEWARD, ProfemOr of Mcdaaiai Marine Engineering, Yale l/ulversify, School of Engineering. New Haven. Gottneaiau Special Covpunact CommWn-- ioc Safety In Zfaflootd Defenn ShjpbniMlng, hspsdioet, and rtunnsmel Training Chairman, Kami Committee for Safety m National Defeme-GATT. TL t SAUNDERS (cetij IJSNJt, Head Safety Brandt, Oder of Industrial Relations, Navy Dept, Wmhington. D. C Chairmen, Nine Ship Design and Construction Committee--REAR ADMIRAL C. D. WHEELOCK. USN, Deputy and Assistant Chief of Bureau, Baiun of Ships. Navy Department, Washington. D, C. Chairman, Technical Committee (Design and Accident Prevention Measures}--JAMES L- BATES, Director, Technical Division, U. S. Maritime Commissioa. Washington, D, C. Chairman, Ship Inspection Committee and U. S. Government Bureaus--COMMODORE H. C. SHEPHEARD, USCGR. Chief, OSes of Merchant Marine Safety, United States Coast Guard, Washington, D. CL Chairmen, Committee cm Merchant Marine Safety--). K. CARSON, JL, Prrmmiitirnnrr United States Maritime Commission. Washington. D. C. Chairman, Committee on Eduonlion and Training of Ship Personnel--REAR ADMIRAL TIUAIlt KNIGHT, Chief. Training Dhidoo, and Commandant. USMS, United States Maritime Commfatten. Washington, D. C. Chairman, Committee on Transportation Safety-UAJO*. GENERAL EDMOND J. LEAVEY, Chief of Transportation. U. S. Army. Washington. D. C. Staff Representative--L. W. DUTTON, National Saety CouadL Chicago, Illinois Marine Section TUESDAY AFTERNOON SESSION Octotwr 7. 1947 Ship Operators Day PrrsUixf: VICE ADMIRAL LYNDON SPENCER. Vke Pro, Like Curia,- AodUoo PTrnfkm of Htddwfc Peculiar to tha Operation oi Tanfan By CHARLES L. BOYLE Manager, Morfnn DnpL, San OU Company It fa a Uttlc dMrmit is latapitt the mean* ioj of racrideats peculiar to tbe operation of tankers,"except n the bsood team that boaow tankers carry petroleum products they are susceptible to more noiest bawds than brighten and other loatfag equipment. Some petroleum products ax* nlailiriy safe in transport. but most are net, and accordingly we think in tow of the dangerous products in formulating rales for [stmittai of acd- dcats. That the boIct feadawry has enjoyed a very irsmaMe degree of nujuem in its cam paign to psemit aeddeots can be readily xturned to bf the face Oat pesaouori awidcr service on tndm as sate aa heighten. While the nationk nUnadi home of cbefr miki of service withrdl arritieiws and aviatioo computes boon of tbtir hours in the sir without aoodmts. the tanker iishwtij tan pridefnBy point to the MGmi of pltncis of petroleum product* maqmud richoat aatidencs- In the ell tadnoy seddHtra not ooly ante pom. sofieriog wad unhappi ness. bot aim mesa lusu morale of poann oef, a denial of higher wugoaeat hsshteoce aa good safety iwtik. bmidom of vhrrtnlr* through lam of time with conse quent disruptions in other ports of the indus try, monetary kua, and aa fault to the industry'll pride. Ft is dficsit to difirtrmlitc in tanker op erations buvua materiel and pemuid in fnrmuhtipg aa acridrat jsiwstlco pro gress. far the tiaspfa meow time nddaiu to laifmitl psesust a high degree of op ore to pmssad and, rice mu, personnel accidents oa result in salons aaideuta to awfnief, However, we do difiLirmlite, and we aucewcioMijr fiod owmelvea devoting the major due of am arrration to ptumtlou of aeridtaa among penoomeL la addition to the hoards that afi ingoing poaonncl are exposed to in their daily wotim tanker personnel must be fully aware of harards peculiar to their trade, some of which we mention below. Asphyxiation Is probably tbe most serious hazard, wboi one considers tbe high volatil ity and attendant toxicity of most cargoes carried- Aa the old myfng goes--"familiarity breed* contempt** and you find many (ankermen indifferent to the deadly nature of the fames and they odea take chances when entering compartments and tanks. Experi ence figures indicate that this heard rates among the top in fatalities to tanker per sonnel- Pumproom*, cofferdams and cargo spaces present the greatest amount of ex posure for mphyxiation. This Is particularly true of tbe main cargo pumproom. Leaks from cugo pump glands, pipelines and cargo nha should receive prompt attention and the bilges should be kept free of oil at all time*. It b good practice to book up the bilge pump discharge to the shore slop tine while discharging cargo aod while loading cargo, became many cargo pipelines and valve glands begin leaking as a result of the high cargo loading rates oow employed. A hard and fast rule should be enforced that no mao, for any reason whatsoever, be permitted to enter a cargo tank, pumproom. cofferdam or any dosed space until a thorough test of the space has been made. Various instruments and device* are avail able for the detection of gas vapors and oxy gen, and even if the space to be entered is found safe, continued vigilance is requited until definite assurance fa obtained that a Static condition exists. Spaco which have contained petroleum products, unless thor oughly draped and ventilated, have a nasty habit of becoming gawy again due to tem perature changes, dislodgmeot of scale, agita tion of sludge, etc. Effective ventilation of the compartment to be mitral is aa Important L 8 35th Notional Safety Congress, 1947 factor and this applies piitknbify to purnprooms. which should be equipped with sac* tion fans drawing the gaao boa tbe tower part of tbe pumproosa, Before anyone en* ten a cargo Unfc or coffindam, the nhts on the cargo lines should be dosed and lashed unless tbe arga 6ae bat been thoroughly washed. In the event that clromwtatwes make it imperative for a man or mm to enter a space proven to be dt&dent in oxygen, proper protection asm he ted. adt as boh air hose masks. *df retaJamf mtygui or air, breathing ~*** Tfeee nala should always be used under experienced supervisors who shooId insure that tbe mam- has been at tached to a life line with proper banes and provided with a reliable man to watch over him. The wearer should be familiar with tbe me of the equipment in question and should not enter the oxygen-deficient compartment until he has tested the equipment for tightnos, leaks and proper operation. An emer gency unit should be available on the spot. Above aH, tbe entire crew should be com pletely educated and disciplined to a regu lation prohibiting the entry into dosed spaces without props authority and as sistance. Slippery aod obstructed decks are common muses of injury. Again taking into account the nature of the cargoes carried, ofl from leaks, spills and cargo hose handling on make a tanker deck as slide as a skating rink. Slips and foils are tbe inevitable result of this condition. Moreover, on tbe loaded leg of tbe voyage a anker presents a tow bee- board and tbe dedcs are osualty wet with even moderate seas, la winter this means the decks are coated with a sheet of ice. This low freeboard presents a teal danger to tanker- men in heavy weather when it is not osusual to take green water over a great por tion of the dak and for too many unfor tunate seamen have been washed overboard or severely injured when caught by cue of these hoarding seas. Deck obstructions are inherent to most tankers, as cargo pipelines, cargo tank vent lines, hatches, uQage pipes, cargo valves, valves and Unes under flying bridge, etc, are necessary to the vessel's opera tion. Such obstructions present excellent trip ping aod foiling possibilities aod do in fact contribute generously (o the accident fre quency. Prevention of aeddenu due to slippery and obstructed decks primarily rdks on good housekeeping and illumination. OH on the decks from leaks, spills, or other causes should be immediately covered with and. sawdust or other absorbent and cleaned up. Drip pans should be under cargo bose connec tions. and hoses should be blanked to pre vent oil being spilled as tbey are hoisted aboard or put ashore; Obstructions should be guarded, painted In sharp outlast or directly .illuminated. The use of phosphor escent paints at danger points and obstruction! might have considerable merit in this raped. Blind spots around the decks should be CQumiaated if it does not interfere with the navi gation of tbe vend at night Non-skid deck paints proved of considcxbt* valae as deterrent to slips resulting from wee decks or light films of oO. Abrasive pads at each side of water-tight doors, top and bottom of fod ders and known slipping points have proved of amridsrable value. In the construction of a tanker the builder should give proper consideration to tbe loca tion of hatchet, valves and tines, deck fittings, etc, so that a free unobstructed passage is available on each side of the ship. and there is sufficient headroom Cor asix-footer to pass under the flying bridge without stooping. Aeddenu occasioned by the tow freeboard can only be prevented by alert seamanship and the exercise of good judgment by officer personnel as to when and where men are on deck In foul weather, and use of the flying bridge during tbe hours of daftness and wet weather. With the present fast rates of loading and discharging, gangways from ship to shore fomcdiaa would present a problem for even an alpine climber to negotiate. When you consider men tearing in empty ship with baggage or morning crew asembers board ing a ship, with purchases or baggage, it is very apparent that proem gangways (not to be confused with accommodation ladders which are rarely used on tankers is domestic service) ran stand much improvement in de sign, weight' and suitable eotmecrioos to the ships. Gangway accidents am uawally wry serious, ordinarily resulting in a man drowning or sustaining severe Injuries. Aluminum gangways presented an improvement over wooden ones from the weight angle but retained the same general design. 1 under stand tests are now being made with gang ways made of magnesium mdal, awarding Marine Section 9 further reduction of weight. With the depth of ships increasing, gangways must be longer to give a reasonable angle of indioe to the vessel when it is in light condition at high tide. The use of abrasive pads on the gang ways amfets in preventing slipping. It is de sirable from the ranker operators* point of view for the terminals to provide gangway*, if the liability angle can be settled. The use of fodders, fa Iks of gangways, increases the baianL Let us oow naridtr that malady famil iarly ufaicd to in the tanker Industry as ranieritls. Dwe to tbe quick turn around time in poet, mmetiaes as tittle as ten hours, and the monotony of his voyage schedules tbe ankmu often develops a mechanical, unthinking, bsbfroal method of working trfaidi impairs Us natural alertne* and agil ity. This stale of mind is conducive to acci dent* and yes the cure for tankedtis is dif ficult aod dstrive. However, deaa comfort able tiring quarters: good, weti-balanced meals; proriakms for recreational brillties such as radios and movies, and frequently renewed libraries have been found effective in combating tbe "malady." provisions for supplying relief crews during time in port and attractive vacation plans seem to i finding favor among tbe opoatora. It has been found that some men are aller gic to oil sad consequently develop a case at dermatitis wbes they became engaged on tankers. Such case* ran be very costly and It is only fair that after receiving proper medi cal attention, such personnel should be ad vised to seek employment where tbey wxS not be exposed to oils or od vapors. Perhaps do type of vessel afloat in peace time operetta continuously with as many in herent materiel harards at the Unkship, and as pointed out previously, accidents involv ing the vessel Itself most always contribute to the personnel severity rate. Tbe terrific explosive power of petroleum vapors In proper concentration and the gigantic con flagration possibilities In a vessel carrying bora three to six million gallons of flam mable petroleum prodaos make U imncco- nry to go into detail as to why the operators direct most of their attention and cfiati to establish safeguards against these ever-pres ent hannts. Preventive measures are pri marily focused upon preventing sources of ignitioQ front contacting the vapors or cargo of tbe nad, and preventing the accumula tion of vapors in working or living spaces aboard the ship. Any means, whereby the vapor* can be diluted to below the explosive concentration, deprived of oxygen {necessary for combustion) or removed from the vessel, will be effective in preventing an explosion. It would be imponible to ;n detail all the various measures presently In use to ac complish any of the above results, but some of the measures in common use are-- a. Suction blowers or mthausco* In pumprooms and other working spaces. b. Use of inert gas systems for cargo space*, c Gas-freeing of cargo tank spaces by hoc water (Buiierworth System), inert gas (GO^ Bue gas System. d. Use of explosion-proof equipment aod material such as non-sparking tools, re* moral of metallic objects from wearing apparel. e. Strict regulations regarding smoking and open lights. f. Use of mast vents with flame arresters. g. Ullage pipes to replace ullage openings in tank tops. b. Regulations governing use of deck ma chinery and loading of package cargoes during bulk cargo transfer operations. Forbidding use of ship's wireless equip ment while handling cargo. j. Elimination of sparks from stack*-*park arrestors on diesel engines. k. Forbidding tugboats or other powered equipment to lay alongside a vessel han dling cargo or while gas-freeing tntx l. Proper location and marking of fire fight ing equipment. Drills in use of same. Training of personnel in use of fog Hor des (courtesy of the U. S. Navy). m. Routine inspections and correction of pos sible hazards by ship and shore personnel. d. Avoidance op collision -- Radar installa tions. Suction blowers or exhausters should be driven by explosion-proof motors, steam turbines or air aod should have suction leads to the floorplates of tbe pumproom am! sev eral leads' below the floor plats if some hap pen to be of dosed design, in order to prop erly evacuate the vapors which collect in the pumproom during transfer operations. It Is common knowledge among tanker operator* and personnel that a loaded tanker is comparatively safe When compared with a tanker that has discharged its cargo and is full of hydrocarbon vapors. It was for this 10 35th National Safety Congress, 1947 reason that several tanker companies adopt ed the use of the CO, or belter known as the Sue gas system, for displacing the cargo as it was pumped off the tfrip. The mot gases resulting Ena the combustion of oil and air in the ship's boilers are drawn through a scrubber (which csois and deans the gases) by a blower which in turn dis charges the inert gas into the cargo spaces as the cargo is discharged bw the vessel. When the tael is completely discharged, the CO, gas present in the cargo tanka and the insufficient supply of oxygen present rec<ler the cargo space tree (torn expiation until the mixture in the tank becomes diluted with air sufficiently to make an explosive mixture. Explosion-proof equipment and oon-spatt ing material only should be used in way of cargo tanks and wotting spaces. This is par ticularly true o( pumprooms where past ex perience indicates that pumpmen and en gineers working on the cargo pump* Cor ex amination or overhaul. - trill uncoosdoasly revert-to the use of spark-producing tools. The industry has found It practical and advisable in the past ten years to run their electric cables in sealed pans, troughs and conduits on the weather dads In way of the cargo tank space to avoid the possibility of breakage and to reduce the affects of ex posure to salt water and wotlur. This pre caution likewise tends to reduce the possi bility of short ditaiu la the cables. The use of ullage standpipes In connection with the CO, system pievents vapors front escaping from the cargo tanks to the decks during loading and discharging operations, became the pipes extend to within u* to ttm of the bottom of the tank. This is a dacfateA advantage over the ullage screen in the top of the hatch which permits the vapor* to escape oo deck daring leading and particu larly topping-off operations. Much has been written and a great deal more spoken on the absolute necessity of keeping tugboats and other ships or powered equipment (cranes, bd barges, etc), away from alongside a"ship while it is transferk>g cargo, and yet. despite all the warnings, you'd oanfamfly find sceneuec fare nlttefl or ignored the violation. The resoles. In a few case, have been sufficient to warrant Ins action for sach neglect of doty. It is noteworthy that several tasker com panies have availed themselves of the /Oppor tunity of sending thear licensed personnel to the Navy Fire Fighting school, where the men are given an intensive course in the use of fog-spray equipment and procedure. Hast of all, the coarse lends to destroy some of the mar's (an of oO fires, and oo the bash that cxwt disastrous fires start from a small beginning it is important that tanker per sound be trained and equipped to extin guish fires izx their origin. Much credit is doe to the U. S. Navy for its courtesy and cooperation In making this training available to tanka- personnel. Radar Is finding a welcome reception la the tanker Industry w an anri-coTUrioo de vice. It h not the hnO damage, lack of stabil ity or seavronMncst resulting from a coOitiou that worries the tanker operator, but rather the dread of an captotioa and lire if the collitiou point is in the cargo vpaci-i A tanker's vulnerable spot, from the ttabO&y and buoy ancy angle, {* the eagineroom aft. so con sequent!/ the point of contact in a collision on taqkers is anally directed away from that area if The avoidance of ooffirioos has been the subject of much thought on the part of raker operators, and it h hoped radar wfll Sw op ts oar exportations. ' la a ipwkMwJ category of in ova is the process of completely ridding a tanker of Its explosive vapors as wcQ as the source of these vapors, and thereby reader the spree or spaces safe for men to cater in the perform ance of bee work In the cargo ranks. Gas- freeing operations ahooM always be under the immediate supervirioa of licensed pw sound with an intimate knowledge of gasfreeing .operations, taae of gas testers. etc. The most accepted method of gaa-trceiag tankas coarists of washing the entire space with a revolving stream of hoc water under higb pressure while the bottoms are kept drained by the cargo pumps. The most dangerous period in the operation exact arisen the cargo tank are open to ventilate the tanks alter the washing operations are completed. The duration of this period is reduced by the nse of alwatok windnUs or blowers, and in souse companies the vapocs are dawn oat of the ranks through the cargo tines with eshustm. Ships equipped with CO. (fine gat) iptan can dhphsce the vapocs In the tanks oat the mast vest after washing opera tions by proofing fine gas into the tank through the main cargo line, with the result that when the tanks are open itr raisttuira no nphslw condition - Marine Section Experience In operation has proved the necessity of proper btOastiog of an empty tanker to eliminate undue stresses bring set up in the bull structure and the elimination of humping poaods by avoiding critical speeds In ibe engine; However, this problem is one which Is usually solved by a competent master in conjunction with ballasting dia grams furnished by the shipbuilders. Tikewise. It is wry poor policy for any tanka to leave port with slack tanks, as the forces set up in mch tanks by the rolling or pitching of a ship can cause undue Kium in the smicural ims ilim of that tank, or affect the stability of the nmU Itself. Improvements made in the cargo handling equipment, both oa shore IrareRations and aboard ship, have iwerwimect a higher de gree of vigilance and attention oo the port of shiph officers, partimlariy la loading op erations- The higher loading rates demand constant attention from the Issdiog officers to prevent spQk from tank overflows, and to assure adequate renting of the cargo tank `poem to prevent exasnve pressures - boas croud an the shell. ***, bulk- bowls of the Otp. trading and especially topping-off operatiros sbrwild be under the immediate control of competent, and espoi- coced deck officer, with' a sufficient camplemeat of waPoctwed personnel to adequately handle the cargo valves and to execute food- log offices* orders. Cargo should never be loaded at rates ia am of safe handling. An efficient of eommtralcatiou is moss desirable between the dock and the ship, and cha shore and ship personnel should keep each other properly informed of coedl- tiao* at aU times. Cargo vent lion. Home arrestors, ullage screens, premure vacuum valves, gauge*, alarms, and cargo pomp re lief valves should be maintained in good operating condition. Recced* should be kept of hoots of savior of cargo trading ami dis charge bese and periodic hydrostatic lest* applied, aod it goes without aytng that rargo hra, showing any local signs of weakness or deterioration should be promptly oMxJemncd for nse in tramfariog volatile product*. Static bonding cables bawtn ship and shore should have proper connections, be connected and dhaxmeded fin proper se-, quenoe vrlth cargo hoses, and be maintained io good condition to pnlwn the frtnafoo for which they are daiped; that Is. the dis sipation of static charges boxH op between the ship and shore. Cessation of cargo trans fer operations during electrical worms is simply a matter of pendent operation. Doors and,airports lending to after quar tos and to sdduslp quartos from the main deck should be kept dosed daring rargo iterate operation u> prevent saanuhrtnw of rapoty in the living spacm. In conctaskm. prevention of atridents peculiar to the operation of tankers can be summarised from a practical viewpoint. In: r. Continuous education and edification of tbe ship personnel on the Inherent haz ards of thrir occupation through tbe me dia of praters, pamphlets, drftb and demonstrations, etc a. An efficient system of safety inspections by shore ride safety personnel when ship Is in port and formation of ships' safety committees, to create imcrest in safety standards and to utilize their experience in safety inspections and discussion* aboard ship. 9. A planned annual safety program oa a Beet stressing each mootfa hazards which expoience indicates are causes of most accident*. Monthly repotu and anal ysis 00 acrideats tb the heads of all de portments for ditoivnoo with their sub ordinates. Recognition of ships with exceptional safety records ia the year ia the house organs of the company and pa- soxjal letten a awards. No better slogan could be used in (ankship opraatloa than "Eternal Vigilance h the Prim of Safety." 12 35th National Safety Congress, 1947 Prevention of Accidents end Fires on Cargo and Passenger Vessels By THOMAS DWIGHT MORRIS Supervisor of Safety and Cargo Damage PreTsailinr. Mooze-McConnack Lines, Inc. During each World War. merchant vessels were built in great numbers, and some de gree of standardisation was necessary and was practiced. From World War 1, the bee ct- ample would be the Hog IsU&d vessel, and irons World War n, the Liberty and Victory vessels. Then in addition we have the C-i, C't, C-j types, and the well-known passenger linen such as the America, the Argentina and Brazil and many others. These types in great majority make up the passenger and cargo fleets of the United States. Since the war Moore-McCormadc Lines has been operating an average of too vessels, of the Liberty. Victory and C-types, and It tm been my duty to study the application of the basic principles of safety engineering to such a fleet. If safety engineering, that is, the safety planning to prevent personal in* juries, is to be wholly vuceewfnl, then muin architects and builders must make safety an integral part of ship design, and at master mariners and marine engineers now advise and supervise in new construction, so also must the services of a safety engineer be in cluded. Through his knowledge, and his abil* ity to recognise potential accident loorioos, necessary revisions in design and construction can be made, and many serious accident* prevented before the vessel leaves the build* ing ways. As all know, the greatest single deterrent to safety is the "normal human being.** the human element. Men have to think safety before rules and regulations for safety can be enforced. And we have found that the lint step in establishing a safety program is indoctrination of the personnel for whose safety the program is planned. To acoojn- plish the personality, character, and even the personal appearance of the safety staJC must be considered. The psychological ap proach is the only practical approach for basic indoctrination, fowand indoctrina tion must start with friendly understanding and confidence, built up between the mm and the mfety staff, resulting from contact and association; and. incidentally, the men are quick to ignore the safety man who <Mu the drip or the pier on dear day* only. The safety nun mutt not be satisfied with netioe inspections, nor with bis dinmwinos on mfety with Individual nflnn and crew members, but he should organise, attend, and encoreage mfety meetings to be held aboard who* the vessel is in port, wherein the men ate encouraged to give their opinions and view*. These meetings should not "foul-up" a monk chance of getting home after a voyage, or limit his freedom in port, but sboaJd be timed during working days, two or throe meetings being held if 1 `"'lry. in arid that mere of the men are reached, and given a chance to participate in the safety organiza tion. These meeting should be cootumed at sea, at leatt one to a voyage, and the chairmanship should not be a regular ftuscei<n of any one uttur. but die dnimu should be chosen by the masto* as the often before whom the men will speak freely and confidently. Supplementing this indoctrination * by personal contact, pamphlets and posters can be distributed to the vessels, and if the handing out and posting of these aids is intelligently administered, they go fsr to encourage the desired mfety-attitude. Once the personnel of a Sett have heevyw safety-conscious, the hex stimulus and sta bilizer is the Fleet Safety Contest, with an appropriate award system. In otder to function properly the mfety organization must have management^ back ing. Top management officers must give the program Its drive, and I can think of no officer better qualified in authority a**d pres tige than the executive vice pre,. ..jiL He should be chairman of a safety beard, whose other members are two or three department beads such as the marine and stevedoring snpcrinumdeats. the general daim agept, the insurance manager, K# safety diitaer. To this board all nxeauaendataons tram the fleet are addreaed through the safety director, who merely appends hk cnssmB before consideration by the whole board. And Cram Marine Section 13 this board, over the signature of the execu tive vice-president, come statements of policy and major direaim. On each vessel a safety committee func tions, composed of sevao] officas appointed by the master. This committee investigate* each accident occurring aboard the vend, considers the accident's cause, and recom mends to the nrrstrr convolve mcasuxa deemed necessary. In addition, any reams- renditions from the crew s safety meetings --------------u------1 of committee meet- are forwarded by rim master through rite relay draw so the safety board. These ffilpfottad rnmmifine* mem when ordered by the matter, or immediately after a seriem mJAw. and at feme once each voyage. A brief review of this hierarchy will show rbr InftTaing- t. The racestive vice-president as chair man of a mfety board whose members are heads of important departments. a. A mfety director with adequate field and clerical staff to give ao-thc-spot inspection ud survey to all of the com pany'* activities ae lease once each week, *sd -to vafe each raid while la the boor port at least mice. %. A safety committee on each vessel ap pointed by the master. 4. And last, giving impetus to the whole organization, safety meetings of the In an organization such as Mooro-McCormacfc Lines which does its own stevedor ing; a correlation of chipboard mfety to a program for stevedoring safety b definitely indicated. The two programs can be adminis tered at one. Many of their objectives are are. and require action from both the ret*d's crew and the stevedoring pmoaneL We lave promulgated a group of roles awning the required condition of shiph decks while in pan. Hatch-covers, pontoons, hitch bams, etc., arc handled in a prescribed manoa cm a9 vessels, and the cooperation between ttevedoring and ships* personnel has reduced deck accidents by go per cent daring the fiat year. Hew the pstiuitkm of aeddents to pa*. enoabt field in itself, man be , entirely different problem, iger cannot be expected to effectively active put in a safety pcoaad since indoctrinatfcm cannot ap ply. the ship opoator must combat the deter rent "human element" by reducing known accident hazards which will wig in jpjte ot the best designing and engineering. The safety director must be certain his pro gram afloat incorporates the protection of passengers against the known hazards. In this respect it is important that th* ship's per sonnel not only are aware of accident pro ducing locations, but are schooled In the planned method of minimizing the hazard's* effect. The schooling is a function for the ship's officers, but on the safety director lies the responsibility for discovering the hazard, and planning the cootroL And as we go into a discussion now of the shipboard fire hazards you will see bow that same planning and indoctrination can give the engineering and organization that win reduce the number and effects of fire* at Any stomship line's* safety program should include specific measures for the prevention and fighting of fires aboard all roaeb, both passenger and cargo. At the present tW with die momentarily expected return of Moore-McCormack's three large passenger line**, we are wixauzatfat <m fin preven tion as it applies to passenger vessels. Everyone is fa miliar with the rigid require ments of the United Mates Const Guard which, in addition to fire doors and bulk- heading; have resulted is the installation aboard all oar vessels of smoke detecting and CO* systems, steam smothering installations, and electrical detecting and alarm systems. On oar redesigned passenger vessels we have so altered the dedt'-to-deek staircases that, is event of a fire on one deck, doors can be utIwwiI electrically cither from the bridge or w the gwt. that wQ completely dose-off the staircases, preventing the spread of fire from one deck to another, looking tad for a moment, we are rallying owe in this instance the ioeorporarioo of safety in the amjunction rod design of the vend. However, we are ad aware that in spite of all there daShDy engineered precantfoos the saw "bogey.* the bsnw thrant. ran stiS rarer firm, and it is the dney of the ship operator to are every ponMt ream to Uoadree and train bk personnel in the taaett and best methods of preventing and Yon rey recall the exploits of the Ameri can crafeer, the Ufil Boise, off Savo Is- 14 35th National Safety Congress, 1947 land in October of tgjt. Severely damagwt,a mis of high flaara forward. the tokI mi able to keep her place in the fighting line, to keep slugging at the enemy, and return to port unaided. It wasn't luck that made that possible. Her entire crew had been expertly and efficiently trained in planned fire-fighting and damage control. Her skipper, "Mike'* Moran, knew what he was talking about when be looked over the bridge at the rearing (lames, and hollered, "Hell, we're all right, keep her in there." Aboard every rose!, whether it be combat, cargo, or passenger, every member of the ship's company must have a rimllfav high degree of indoctrination. The promt large turnover among crew members when (mb return to home porn need not and most not be allowed to lower the fire-fighting effi ciency of a vessel's crew. Before indoctrina tion cm take place the safety staff must care fully study each individual ship and develop a well-engineered plan for the mnt prevention and fighting of fins. Oner tins plan has been worked out through the co operation of the officers and the safety staff; then the indoctrination of crew wsW can be started. The plan should iadode a specific station and duty Cor each iadiridaa] crew member. His duties at emergency drill* should be given to him on a card when he signs on, and designated officers should wptr- vise the carrying out of the prescribed duties, and this latter factor is extremely important. Every possible precaution mint be to overcome the natural tendency to go to the scene of the fire. The men must go ts> ihtiy stations when an alarm is sounded. Once you can get them to their assigned station* the chance of their performing their required duties is greatly enhanced. The officers must be firmly impressed with tbe seriousness of the drill* and actually see that cads man is at his pom and knows his job. Needless to add. the very highest quality of leadership is necessary today to make men drill and drill property. The day of the bo- laying pin has past, and happily so, though the void left by its absence has not yet been completely fillcd.- Along with this Indoctrination at drill* ft the necessity for making all hands "flreeonsetous'*: fire-patrols must be kept alert and given encouragement, smoking rules must be enforced, the proper use of open <bTM, welding torches, etc. made dear; the heard of the oily rag in the locker pointed oat as well as the other writ-known bat often ig* nored hazards. Here again, yosr atecy meettags an be utilized as well s pottos and pamphlets. Then too, estate known fees eC shipboard fires most be made dear. First, the'officers must know thoroughly bow air aments Bow on their ship when ft ft mooted and when it is moving. Tbe movements in each cue are entirely different. Tbe transfix of fire through a heated bolkbod, the dangers from flooding, the idiom cf oil and water in fire, hazards of electrical fires--all this the officers must know and know well, and then past their knowledge and training on to the meo. Mr. E. Leslie CZunpoat. then worrited with Fairness Hebbum, nunmot up the subject very nicely some years ago, and f quote: "No matter what fire equipment may be provided.* eventually the safety oi lifie and mtafil depends on the ictiic manner te which offirrn and crew, by their knowledge and Initiative, utilize the material wwmn with which they are provided and carry out the procedure for inspection of plant, watch ing, patrols, maintenance of tpjante, dos ing of doors and pom in event of fins, fee drills, etc- which have been the mhjnrt of thought and organization by`the shipping cMBpaois and are embodied in their persound regulations and Instructions, apart from such handling of the vessel as may be possible under certain condition* to Icaui spread of fixe. To a lew --rtmt the behavior of passengers thessdves in fire, as in other emergencies, win determine the extent of Ins both of life and material." Of course, where passengers are concerned tbe greatest dangs is panic, and the only feasible preventive or rein for this tmlfylog force Is a crew working with tbe isolate calmness, that corns from ttotouglfi "*"**g and indoctrination. You can give'the pas senger instructions and equipment, bo* the only way you can depend oo Ms uring them is by supervising Ids actions,.and this am he done well if all tbe use, and hi this par ticular, the stewards, know their ^tiet per fectly. .Many win raise the qoestioct, I am fwnla, that oew memben to-day war he ade quately trained and. iudoctriastrvl. that they are lacking in ability and imWrtnw. and that tbe normal turnover today predodes elec Marine Section 15 tive training. I can't lean u> that opinion. I thiok the question hinges on two points, leadership and standardization. We must select our officers with care, handle them* with tbe deference due skilled professionals, and neqnlre la addition to navigation and cargo knowledge tbe positive quality of skillful leadership. Our seamen will readt quite nor mally, I am sure, if our masters and officers lead them with intelligence and understand ing. And when such leadership does come from our officers, others will find that tbe American seaman is by no means an easy mark. PnrinUon of Accidents Peculiar to die Operation of Ore Carriers By WILLIAM R. MacDONALD CotmMt Hutchinson & Company With the exception of the wemity of guarding against a few genicular bunk presented by tbe type of ootatzntxion of a Great Lakes Bulk Curio and tbe nature of tbe txade in which tboc vtacb engage, the rules and methods used lor'the prevention of aeddsus oo there beats will follow very dosdy the general pattern for prevention of accidents on other vesselr. Tbe first effort in any accident prevention program must be directed toward making the criginjri unit as aaie a* possible. This effort a made oo the planning boards tod in the csaaulos of the plans is the original coosanction. However, even though tbe mast careful thought is given to original plant and their oeaitiou, there are stiQ some types of hazards that cannot be entirely and srih others that appear through operating expsieoce. The elimination, correction and redaction of there hazards b accomplished through tbe installation of additional safety device* which will completely eliminate tbe hazard. This Is then foUowed by a continuous program of safety adoration and instruction. With respect to tbe hazards presented by the type of construction and the nature of oar' trade It seem* to me that there are three problems peculiar to our type of ship that arc not encountered as frequently or as severely oo salt water vessels. The firs h presented by oar spar deck and hatch cotmructioa and our method of open ing and closing hstdsra for the purpose of handling cargo. The second ft prorated in oar method of mooring, unmooring and shift ing our vearets at all docks and canals, while tbe third is the method used in boarding and tearing tbe vend. In (be construction of spar decks and hatch es and in the method of opening and closing hatches, we have a different type of hatch con struction and operation than k found on off shore n:wtl; It should be pointed oat that our seamen handle the opening and closing of batches at all timro whereas on alt water vomU this work b usually performed by stevedores. Further, our batch coamings wilt vary in height from a minimum of four inches above deck level to a maximum of inches. On vends that have the wooden sectional type hatches similar to salt water wooden hatches the coaming will ran 4 to 0 inches; on the telescope batch they will run from is to tS inches and on the latest'type tingle piece hatch they will run an average of 14 inches {a bright. It can be readily seen there fore that with tbe oew handling at all loading and unloading port* the very nature of oar hatch construction presents a serious hazard to overcome. In so for as the baric coostractioo it con cerned a very derided improvement has been made in the development of the "Wood** type batch which provides a *4 inch hatch coam ing. A single piece batch cover fitted with robber gaskets is used in this type and is 'removed and replaced by means of travel ing electric crane. This improvement has taken us a long way toward eliminating a good portion of tbe hazard presented in open ing and daring hatches. We. too, have tbe same high percentage of aeddents-resulting from falls of all types in cluding foils on deck and into tbe cargo bold. Falls into tbe cargo bold present our most serious type of personal injury. It is not prac tical to erect any permanent guards, around 16 35th National Safety Congress, 1947 hatches by reason of the very nature of the operation, and we still have the serious slipping hazard in the vicinity of thse hatches at sdl times. We attempt to combat the slip* ping hazard by using a non-skid paint on the deck surrounding the hatches and on the center leaves of the hatches. We are pleased to report that the use of this non-skid paint has materially reduced the number erf slip ping accidents on deck as wdl as the more serious falls into the bold. [n dealing with the second problem men tioned, the method used in mooring and un mooring our vessels at all docks and canals, again we encounter a fundamental difference between our operation and salt water prac tice. Our deck engines are looted approxi mately midship on our vessels, forward and aft. It has been my observation that in nit water practice stevedores or shore gangs'with some aalstance from the crew handle the mooring line. It is practically never accessrr to send a member of the crew oe rise dock to handle the line. The exact reverse is feme on our vends as the crew handles the Horn both od the vessel and on the dock. At the forward end of the spar deck we have what is known as a landing boom con structed of pipe with a block at the outboard end. A manila thse is.rove through Use block and a bos'n's chair is affixed to the end, Tim deckhand who Is to handle the lines on tbc dock steps into the chair then is swung out board a distance of about 15 and lowered to the dock a short time before tbc boot comes in contact with tbc dock. He k than thrown a manila heaving line from the deck which it attached to the eye ol the steel moor ing cable. When he hs pulled tbc cable ashore additional cable is fed to him boa the drum of the deck engine. The end of the cable is equipped with an eye spliced in and this Is dropped over the bollard or spOe on the dock. When he has placed the eye over the bollard indicated by the ottoer in charge of the operation be signals `all 'dear*. The officer then signals to the mao at (be deck engine to heave in. If this simple procedure is followed carefully there is little danger of acci dent. However, the human dement eaters in to this operation all too frequently and in a number of cases a premature signal Is given which can result in serious Injury to tbc man on the dock handling the line. He could sustain serious injury to his hands while placing the cable or be struck by the bight of the cable and knocked into the water. In (hikopentioo we have again attempted to minimize the danger of Injury. First with a very firm rule that all eyes on tbc mooring cables must be equipped with a becket which is one strand of the steel cable pulled out at the apex of the eye and equipped with a piece of rubber tubing or hose. U this becket it used at all tima there is no danger ol injury to fingers or band. The second step that has been taken a the installation of rail controls tor deck engines. This eliminates the need of one man in the chain of operations as the man land ing at the rail observing the deckhand on the dock controls the deck engine from that position and need not relay any signals to a nan located at the deck engine midship. In this same connection ic must be borne in mind that our operations will again differ from sglt water as our vessels must be shifted along tbc dock frequently during loading and unloading opmations. This work is always dene by members of the crew, greatly in creasing exposure at both ends of the route and requires constant surveillance and innruaioB of all members of the crew par ticularly to new men in the deck department. The third type of hazard which I believe Is also peculiar to our type of operation * the use of a boarding Udder at, all docks. The most common type of ladder used in the pest Is best described a* a wooden ladder which is constructed of two upright 4 x 4** with smk rungs. These Udders vary in length, 1be longest bring about 30 tec. This length Udder must be used at all times when the read is in a light trim. 1 believe that this method of boarding a wad again differ* from salt water vessels in that salt water rends usually me a gangplank of some type. Elimi nation of boarding Udder aoddcsxs has been one of our moot serious problems as anyone in Use vessel business caa appreciate the many problems prescaled by mm roaming from shore lave with packages and supplies to be carried aboard. Tbc fust step in combatting risk piofekro has been the installation of parcel hags some of which are made of canvas and some of wire mesh cohstntctioa. Signs are also posted directing Ibc men to use risk appliance at all tiroes. The second step toward elimination of thk problem has been the me of alumina* lad ders instead of the heavier type wooden Marin* Section 17 Udder. This made tor much greater case in handling the ladder both for the man on the dock and the man on the deck, as they could be shifted into a firm position on the dock quite easily, aod It must be remembered w In the loading and unloading our draft dtantly changing thereby requiring con tinuous attention to the boarding laddcn. Now that the war h over we may again obtain aluminum Iadden. aod the latest ones are equipped with one or two handrails. It seems to me that these are by far the safest type we have been able to secure, t'ufortunately, in adding the handrails wc have tost some benefit in the weight factor. We are now back to about the same weight as be fore with wooden ladders. However, the alu minum Udder equipped with handrails bas very markedly reduced the number of ladder accidents. It seems to me that the three examples that I have just referred to present the prin ciple differences Lhat result from our type of carrier and the trade in which we engage. In so tar as other hazards aod accidents that occur on our vessels are concerned, we un doubtedly have many of the situations found on any large bulk freight vessel. On the subject of the elimination of hazards that cannot be entirely handled through changes ia construction or new anttniOioa, we have endeavored to supply as complete an inventory of safety devices as Is practical io our operation. We require a periodic invcotory at both ends of the vessel which in dicates rite numbs of each safely Item on baud and io cwdirioc at the time inventory * made, Thk permits us to keep an adequate reserve supply on hand to replace any min ing or worn items. Goggles constitute tbc greatest single item oft the inventory. We supply our men five different types of goggles and face shields. These fit any kind of work that they may be required to do. In addition to goggle* ach vend must be equipped with a flue Mowing shield with rabbo* apron, a point spray shield, a large supply of hard hats to be worn at all times wka there k any danger of falling objects. wpinran to be used In connection, with spray painting, an adequate supply of kapok rons an be taed by men landing bom the hndisg boom or few any work over -the side, pa masts, absent* gloves far use in firebold, valt nhlcn and ah dispemen on both ends of the ship, an adequate supply of sweat bands for summer months and a Stokes metal stretcher. The Stokes stretcher has proven invaluable in moving injured men on (be vessel and from* the vessel to shore. The previous method was to use the old type canvas stretcher and lash the man to it by means of heaving lines and canvas strips. Our company ha* instituted two safety measures that we are particularly proud of, and that have more than repaid us in cost. We furnished all members of the crew with suits of white coveralls with instructions to wear them on deck and on the doric at all lithe* after sundown. In instituting this pro gram. we contacted all of our ships as to the hot method of putting the plan into effect and on the recommendation of our officers and crew, we adopted a plan whereby a man places an order for his coveralls with the master and deposits the cash value of the to'tniU at that time. If he remains con tinuously in the employ of the ship for So days his deposit b refunded. On the back of (he coveralls is the name of the vessel company in Urge blue letters. We found the men took great pride in these coveralls and they are very prompt in donning them while transiting the Soo locks or for night loading or 'Unloading at any port. They are of in estimable value in following the movements of men on dock handling line* at night as welt as the movements of the crew hv opening and dosing hatches after dark. All ia all. we are convinced they have more thaw paid for (bemadves. The second measure started about seven years ago was to supply each officer and steward with a small individual first aid kit. This of course. Is in addition to the large departmental fim aid kit in each department. The most notable result of the use of this handy kit has been the reduction of minor infections to a bare minimum. These kits are replaced each season. In addition to the new methods of eonwnictioa and the safety equipment I have mentioned, all Great Lakes vend operators carry on a continuous safety program which follows the general pattern of all safety pro grams and has as its background a safety committee otf board each vcrnel. This 'com mittee meets once a month and considers all quotloos of safety on board their particular veoel. Each member of the committee is paid 18 35th National Safety Congress, 1947 * dollar for his attendance, and the secre tary wbo writes up tbc recommendations if paid two dollars. The recomzaeadatioos are submitted to the captain of the vtwei. and he in mm submits them to our office. The majority of the nfety committees have done a omsdesttoos job and their suggestions are pot into effect as promptly as is practical to do so. With respect to the frequency experience record for the period 1940 through 1946. we find that the frequency rate in 1940 for four vessels tan 15.796 white the severity rate in the same period was tat6. In 1941 the figure* dropped to 6.894 an^ OJ367- Both rates were cut down through >944. but in 1945 st which time you will recall we were just aboot down to the bottom of the ex perienced manpower barrel, the rates jumped to 1x490 in frequency bot the severity rate remained at ouggfi. In 1946 the froqoency rate dropped to 7.168, and at the am time the severity rate dropped to 0.145. The principal cause of accidents during them years, except 1946. was `slipping and falling' here, as a result of the safety program and porticotarty the war of io skid psisc on dadt and stairways, the per- ccntage of slipping accident! dropped from 4S per cent of the leal in iff* a tag per cent in 1949 and 9*4' par cot in 1946. - Coupled with thaw IptB ahewmg thr reduction in fmpmt.y and wgky. wv ktn soase very intreating figures on Ac aadne lion in csepemtioa figures wftdA three tfo during approximately the nune pared, actaa! oat-of-podri cipctfs os pasml aajan riilias dropped from a of areertn is eum of 910400 per aam m a law in of 915*8. Vered epoafen poest trig he in terested Co know that this taster figwrc iadudes (ireiwnike. larenjfthw apian, and direct mcdkal rypranr Three igara dcmrentEate beyond qnrwien whm are he mcompUdsed with caodnoM mwire u* every safety program. Fir* Flailing Aboard Ship By EDWARD J. XEHOE Firs Marshall, Third Ncrral District, United Statss Navy Department Shipboard fires have always been a diAcuIt matter to cope with. Our record in the fight ing of such fires has beea x tragic one and regardless of whober the ship was in poet or at sea, a complete burn out invariably resulted, frequently accompanied by large lore of life. The problem of shipboard fire fighting was brought h> * dimax in the Navy in World War n when ship fires began to occur 21 a far greater frequency than bad ever been retpericnced previously. Practically cvmy bomb The initial step h attempting to solve this enigma was the construction of sfreu'bled ship compartments 00 land wfaescia targe sole experiments wot performed oa roaring gasoline and oil fits in the mock-up engine rooms and boiler rooms; every --iwhg extinguishing agent and piuccdutc was tried out and new ones were developed as nrtrtnl until equipment and technique were found that could tide the fires. This work resulted In the adoption of standard Navy fire equipment iiwfoitwy res hit, every torpedo hit and every shell hit meant fire. The entire fight became a war of fire both on land and at sea. Early in the conflict in the Pacific, every one of our major warships was sunk was lost as a remit cue breathing apparatus, marfiiniat foam and its .generating equipment and the all purpose tog noetic vUcfa can apply a solid stream or fog as may be desired. The em ployment of rescse breathing apparatus as of fire. Experience indicated that our vessels regular fire fighting equipment was a de would frequently swain a hit without undue cidedly revolutionary ooocepc, although a structural Ainp however, the hit .usually very logical one. and it paid dividends. Reastarted one or more fires which 'ultimately ' sooably satisfactory mobility was ofetd by caused the lore of the ship because of the inability of existing fire equipment and tech nique to cope with the situation. ingenious irffnnlnl fon goouiig equip ment which combined water, air and a soapy foam liquid into aa easy Bowing and cRac- Marine Section 19 tive fire smothering blanket. Water fag utilised the great cooling potential inherent in water. Compare the too- of water a minute m> ineffectually poured out by the ordinary inch open nosie with the 54 gpm highly effective spray generated by the >l inch fog ncmie. While this equipment is by no a cure-all for every conceivable fire, | per sonally fed that iu wartime trial by fire by the Navy definitely justifies iu adoption by imhutilal, marine and municipal fire dqantoots to a far greater extent than has been nidaxrd so hr. Having found the equipment, realistic fee wheols were act up and featured actual fis* fighting operations 'on simulated full-scale ship compartments. The intensified roone of isaroaiont was made as practical as p-sihfo Fighting ships have to be kept at ta and during wartime there it tittle line tor train- tog nine. We found that after two day* at our fire school, hoi overcame their fear of fire as they gained confidence la thtr equip, mens. AH hands on the ship took the course sod mum and Captain, doctors and supply nfferu, coots and chaplains fire fight- m as weU. I do not mean that we turned <mt pfslwfaml fire fighters ia two days, but we did turn out men wbo could put out a roaring fire in the engine room of their ship, rentinning u> as great an extern as < fends and pmnonrl riH The shipboard fire fighting work made*tafcm by the Navy was primarily daqned fer combating ofl and gasoline fires since ocher types of combustible material were 1*. sovrd from owr warships In so fer pa*bfe. At the same time, the Coast Guard initiated extremely valuable experimental and development work, priamrily on the handling of cargo firm. This division of the work was net clear-cut since both the Navy and Coast Guard had iswimM, liquid and aiy> fires; however, a* the work pro* grand, the Navy concentrated more ost tbe flammable liquids and tbe Guard on cargo fires. Tbe Conm Guard also employed a logical and practical approach, A fire ra mahlhhrd at Fort McHenry and extensive work was done on oil fires .In a t--u*a compartment and finally on an nawsatallij Liberty ship, tbe "CASPAR DE PORTOLA." Remit* were w encouraging itm farther -- too* conducted in cooperation with other agenda under the name of "OPERATION PHOBUS." ia which fires in a cargo of **>*1 raion were experimented with 00 the "PHOBUS." tied up in San Frudsoo. la coujonaioa with our mane of instruc tion. ate eras made of visual education, sound motion pictures were shown oa the "Chemhay of Fire", "Rescue Breathing Ap paratus", "School of the Fire Fighter", and "Fire Fighting Aboard Ship." While to my knowledge a final report has m* as yet hem released, preliminary reports indirate that much has been accomplished. The tests included experiments with fire de tection. control of ventilation, water-fog, car bon dioxide, inert gas genenuora. mechanical Is uHitlm to the school work, coandtants bearded Nani reach in port to ixwure that foam, steam smothering, wetting agents and respiratory apparatus. they hod the proper equipment. Combat fire I feel that the findings of tbe Navy and fighting tores were osganiaeri and went in Coati Guard fit together to form a feirly com on the {ovations. Mobile fir* Bgfofog unis plete picture, altlmugh in both cases, the re were set up in conjunction with the schools sults are not considered final. Tfie pouibtiity and traveled by tug or plane to fires at sea; of future experiments appear* doubtful due these unit*, featuring light portaMe riBrimr to budgetary restrictions. equipment and trained men. saved every ship 'they responded to! Almost *11 the fire fighting specialists ia tire Navy were Reservists who were recruited from municipal fire deportments and hare In coodtuioo, 1 emphatically state that the whole problem of shipboard fire fighting can ha solved by two factors, namely, proper equipment and trained penonneL As proof I offer ok of tbe most magnificent shipboard returned to their civilian positions. However, fire fighting jobs In history, the caving of in each Naval District the Navy Deportment the carrier FRANKLIN, swept by flame* off has retained one qualified oftcer la the civil Okinawa. ian billet of District Fire KantaH to handle fire afecy. Operation of fire fighters schools (Mr. Kehoc presented a motion picture endtied, "Fire Fighting Aboard Shlp.") 20 National Safety Congress, 1947 Marine Section 21 WEDNESDAY AFTERNOON SESSION October 8. 1947 Coastal Regions Breakfast Coast Guard's Part in Marino Safety By REAR ADMIRAL EDWARD K SMITH Commander, Eastern Area. XJ. S. Coast Guard Presiding: CARTER KENDALL* At. Chief Safety Eag* Bethlehem Steel Co, Inc. A safe Merchant Marine is of great concern amined 6671 condidates for licenses; 5467 and of vtial interest to the U. S. Const Guard. passed, 1404 failed. A total of 8x63 certificated Health Aboard Ship We arc in this safety business to help you. I've always felt that the industry felt that men were examined for promotion; 4910 Passed, 3353 failed. By WILLARD F. JONES General Manager, Marine Department, Gulf Oil Corporation It was largely a responsibility of the Coast Guard (legally at least) to do this, and 1 can tcU you frankly, that so far as the Coast Guard The disciplinary unit Investigated rtS cases of licensed officers and 1686 certified men. Potty license* and certificates were revoked regards it, the richest gold mine of safety Is and roo suspended. A total of 150 casualty For the dm time, to my knowledge, we exceeding three days in the period of a year. with yoa. It is the safety of your ships, year investigations were held. of the Crtimril an- now able to present sta The requirement of the law, that the ship crews, your investment, in which we will In addition the New York office issued tistics as a result of the work of the Marine owner provide what is called maintenance anbe and cooperate with you to realize the 13597 certificates to motor beats. Index Bureau and a study oC these figures may prompt the membership toward some cure for seamen falling ill during the course of tbrfy employment, considera topmost mfety and efficiency that is possible I don't wkh to burden you with a lot of to be attained. statistics but now to interpret some of these effective means of remedying the situation. Every effort is nude to maintain American tion of the figure* just that much more im portant. The United lutes Government, Now I have often spoken of oar safety du ties in the Coast Guard as divided into two in terms of mfety. Yoa will note from the above that approximately >5 per cent of the vessels in the highest standards of safety; in fact they are built toward achieving sudi a standard. It is realized, of course, there is through its Public Health Service, provides (he bat of medical guauioa and care for ihf -seamen, wbkii should tend to improve main channels-preventive safety and rescue safety. Stated in other words we will make every effort to bdp you to prevent accidents, applicants Cot a license did not get it, and about 40 per cent of the certificated men Called to wake tbeir upgrading. It is pointed a timis to the degree of safety in'a vessel, the physical and| mental standards of sea but wbea accidents do occur, we employ our out, however, that the 11,000 ot more men as well as to the number of safety devices with which a vessel can be equipped, this limit' being when such devices hegio to interfere with the operation of the void. A vessel, with its multiplicity of deck gadgets, machinery and gear, is very unlike an industrial plant where there is no reason- for a conglomera tion of obstacles such as rigging, eye pods, bolts, braes, washboards and other hazards r*e aamwitf. Constantly, one has to cooLend with the hazard of the sea Itself, man-applicants, bat the figures given do not seem tobox it one It to be twnl ii*t the so-called "psycho" cases, epileptics, drunkards, and drug addicts are a hazard, not only to them- xhd, bat to thdr Edlow workers, and I have no doubt that their fellow seamen would be as airrioos u> eadnde them from employment as would the shipowner, as they constitute a to the safety of the vessel and may, if placed is charge of - -.-atch, jeopardise its lifeboat stations, omen, plana and person nel in the rescue of lives and property once they twrone Imperiled at sex. The marine inspection and aids to naviga tion activities of the Coast Guard serve the preventive mfety; and the sards and rescue arm of the Service taka the responsibility for, and I""**!*, rescue operations. Preventive safety, as I started to remark, deals with: who applied for their first papas, all received them- It is in this relatively large group that most of the turn um (discharges hir ings) takes place, and it is this group which many blame for the lowering of what might be aa otherwise higher standard of safety in our merchant marine today. PasooaUy I am in hearty agreement with the proposal u> require basic examination of fitness of applicant* lor fine papers. It may come as a surprise to some of yoa that no which require* agility, alertness, and a nor tfaiwMnwt. (a) the safety of vmsel construction, re examination whatsoever (except for a sanitary mally sound body. Cofttidoaiioca by those in the Government pair and equipment, examination of food faaxflxng} is required A renew of the eatlttia will show a situ- al Agencies should be given to the ctrimion, (b) the certificating and licensing of pa- 'v the ratings other than able seamen and ation that b. to say the least, surprising, in tnril cured, of itw suffering from such dis mind to m* the ships. qualified members of the ttgine department. that so great a number of men taken Into employment on board ship are obviously not orders as psychoocaimts. addiction to drugs, chronic alashetism. **. and they should not (d the mimaiat of disciplinary con- Furthermore the statutes limit it to such. The Coast Guard has no alterative but to issue suited to this type of employment. The re port indicates that in the brief period of six months, 6t epileptics, 91 addicts (drug or al cohol), and s*5 prychoneurosis cases were re ported. The Merchant Marine industry em ploys about 150,000 men, and there have been repotted through the Bureau *7,630 illnesses be |----t--t to find employment at tea until they hew hem aerified as cared. I --wi that bby otganiotioes and various ammg borons will fietl just as uaiwnsf abeoe this n we, and will co operate wkh the d^ener in waking the ship a mfer place ost winch to work, con To give yoe some Ida of this preventive mfety organization in its field work, T can bat describe the New York Office at Broadway, which is more or lea charactcristic of the ocher t* district offices throughout the country. a certificate to the applicant for first papers, be be native or alien; whether be speak* the Engiah language or ooL When Congress at bat semfein Hnrited the percentage of aliens in the crews of government subsidized ships, operatoe* and anions joined in securing a waiver of such a requirement. It was daimed . and injury cases in six months. Truly, this is signing these aafcnmaus to a place of m Owing the past year at New York tooS that there vat aa insufficient supply of our an unenviable record, and what connection there is between good health and these fig ures may be Inferred when one compares them habflltarioo until such time as they os be fitted for marine employment. To this dfat the National Safety Program reweis were eaamined and 407 tail shafts woe pqTIrri In drydock. A total of 40 major iruuli undegoing conversion and material own dtiaeos dapite the prevailing all-time high wages, and that tailings were being de layed la consequence. with the record of the railroad industry, em ' should lend its full weight in cooperation ploying t .*00.000 men, with 36.570 disabilities with all tanauaL alterations were overseen, and 107 army transports were given pre-calling examina tions. Another feature which affects the general Standards of safety In our Merchant Marine is the authority of the Chast Guard to revoke The licencing and certificating units ex and wapend Merchant Marine personnel II- ZxE ' : TV I 35th National Safety Congress, 1947 mmo and certificates became of IacoQpet'coce or misconduct. This authority has bees fapr*Hirf. Since June it, of this year the Const Guard has not tosduOtd any hearing lftnUwg to disciplinary action due to the re quirements of ***** Administrative Procedures Act, which provides examiners presiding at hrarrog* on or after the above date shall be appointed as socb pursuant to Civil Sere* ke laws and regtdatioa* Examinations on entry and periodically for promotion serve a needed purpose, but are they all soAbeni? The paa&nge of tailnies in the examinations given at New York (and presumably the record does not diffo- mater ially at other Coast Guard centers) indicates *** they are reasonably rigorous. They may indicate; likewise, that the number of failures am examinations would be materially reduced if *d*t*e wm better trained and. better prepred. The obrioot suggestion is the need for improved continual training la service. 1 fed tfcaf the applicants as a whole who come before Const Guard examination boards Cor both licensing and certificating need more training ***** experience. This subjeri of train ing, so conducive and vital to marine safety, h not a responsibility of che Coast GoanL Personally I fed that training, except la cer tain jperidries, should continue as a respond- bOity of management, so tong as they carry oq an strive program. I would go a step further in recommending the employment by management of safer* experts to travel at sea throughout a co>v pony's fleet, tactfully indoctrinating through acts and persuasion the practical hints in safety training and practices which are so invaluable to the mb on the Job at sea. The Coast Guard before the wax had a' tew safety experts who traveled among the principal pasMingsr veasdt and to those with whom I have dincmcd tHt mtto, the impreoioos have been htonUs Here again I fed that this enters the field and prerogatives of the i mupiny jtarif, and it Is urged that they test this Systran for the improvement of safety. May 1 repeat that the U. S. Coast Guard welcomes and urges all those who have on- tractive recommendations in the improve ment of safety of our merchant vessels to submit adi ccanamaadatiocs. Simply ad dress a fetter to the Commandant, U. S. Coast Guard. Washington, D. C. Sadi proposal* sfaonld be dra&ed in the ton of amendmoats or *AgriM* to the present,regulations. They ate acted wpoe twice a yaw by the Const CoardTi Mmhaus Marine Gnunril. The CouBc3 holds'cpf senioos to which It cordially mriics il imrirnnt pesoos Marins Section 23 jeets discussed attracted touch favorable com ment. The miwiMitna of the year's effort is to be found in the program fee the 35th Nation al Safety CongrcK. It is impossible tor anyone who has never bnd any part in the arranging of a program to realize the work that is en tailed in arranging a series of meetings of this nature, it is a big job and requires a quantity of time, thought and correspond ence. Credit in full measure must therefore l>e grva to Harold M. Wkk, our Program Chairman. He has done a truly outstandii^ job and the Section is fortunate in that be has eoQK&ted 10 serve in the nne rapacity for another year. Several members of the Ex ecutive Committee gave freely of thdr time and helped him in many ways. I refer par ticularly to Cut E Holmes, Ed, Hergcs, Har old Scgnve and Gape Ed. Holden. The en tire executive committee turned out in very gratifying numbers, sccaerimes on rather short mdea to pass on sectional trotters of importance and they proved that the Marine bSection a vital tone In the prevention of accidents Isi the indnstrie*. Our lhanli afeo go to Mr. Cornelius A. ralhghan. Executive Vke President, Mari time Association of the Pott of New York lor his tuupet atfawi in making the board room of the Maritime Amodatiou available to us for our aueilnfu There are two projects pending which should be brought to your attention. The tost b the revision of the Safe Practice Pam phlet Now Mar. a entitled Marine Boilers. Thk was fast revised in 1938 and it b quite obviously obaim, ft as suggested that this vwk be given a high priority during the coming year. The other project is the mem bership entpaipt Since Captain Holden it oar "Round-op Boss'* I will not trespare on hk range other than to urge everyone to aopprwt him in tbb work. The larger our mrmbcnhiji, the more we can accomplish. It has boro a pest pleasure to have served as your general chairman during the past year, tooling backward, these are marry Wnp that should have been done that were not done. The general conditions in the mari time todnstries during much of the year prevented some of these endeavors, and it b hoped that the coming year will find these handicaps removed entirely. So let us now leek forward to a year of unprecedented irMtvtmrnf. hacking np our blooming of ten with the interest and enthusiasm so daraoeriak of the Marine Section. WEDNESDAY AFTERNOON SESSION October 8, 1947 Pretidmg: CARTER KENDALL, Astt. Chief Safety Eng, Bethlehem Steel Co. Annual Report of Gfl&tfd Chairman By CARTER KENDALL Asst Chief Safety Engineer. Bethlehem Steel Company During the past twelve months the Marine Section of the National Safety Council has heen quite active in kading the accident pre vention work of the maritime industries. In October at Law year, shortly after the last Congress, the Marine Section sponsored a sraslon on safety at the American Merchant Marine Conference at the .Waldorf Astoria in New York. Tbb was accomplished through the cooperative efforts of two Past' General Chairmen of the Marine Section, Mr. Arthur M. Tode, Honorary President of the Propeller Club of the United States and Captain Ed ward C. Holden. Jr. A similar icnioa has been arranged lor thb year. Is March, the Greater New York Safety Cawdl bdd thdr Seventeenth Annual Safe ty Qravtmtlou. Three sarions were sponsored by the Marine Season: Shipyard, Ship Op erators and Stevedoring and in addition there was a joint tantbm meeting with the Pro peller Qab of the United States, Port of New York. AH of there session* were well attended and the papers presented and sub- 3 \ 24 35th National Safety Congress, 1947 WEDNESDAY AFTERNOON SESSION October 8, 1947 Joint Session with Chemical Section Presiding: CAPT. ROY L. RANEY. Asst. Chief. Office of Merchant Marine Safety. U. 1 Coast Guard Lowtnff Learned from the Texas City Disaster L Maxine Phase* By WILLIAM T. BUTLER Chief, Hazard Prevention Section, Merchant Vessel Inspection Service. United States Coast Guard In both the maigameix and acceptance of the title of paper. 'Loton Learned from the Texas City DiiwnT U a new believed mote care shonld have been exercised inasmuch as one aright question statements that any lemons bare been teamed. A truer descriptive name would be ~Lcmoos thmt Can be Learned from the Texas City Disaster." The Tdcas City Disaster was a terrible casualty and all the more so because with ordinary ore it could have been avoided, and. furthermore, after the fire was discovered, proper fire-extinguishing procedure would hare probably prevented the explosion. To you ladies and gentlemen, members of the National Safety Council interested In pre vention of accidents, the foregoing statement it indeed a familiar ooe. It is equivalent to the sorrowful oo^--**i did not know the gnn was loaded.** That you may understand the sequence of events leading up to and through the occur rence of April 16, 1947, permit me to digress long enough to state the circumstances; Prior to April tS the French SS GRAND- CAMP, moored at Pier "O" in the port of Texas City, Texas, trad been loaded with approximately 1,541 tons of ammonium nitrate fcnltaer, about 1,459 tons in No. x lower bold, and 88* toot in No. 4 lower bold. This loading began April 11. Prior to April is the American SS HIGH FLYER bad received a cargo of ammonium nitrate fertilizer at the same Pia "O" totaling 961 tons of ammonium nitrate fertilize. After receiving ffcfa cargo the SS HIGH FLYER was moved from Pier "O" to the slip alongside Pier "A." This pier "A" slip was about 600 to Boo tea south of Pier "O," This change of baths wm made to permit (be SS GRANDCAMP to moor at pier XT and tbe SS HIGH FLYER to take on additional cargo, cornering principally of'"knock-down" railroad box an. On April 15 tbehingihuMimii knocked off loading the SS GRANDCAMP at jpoo pm. and secured the hatches. At 8mo ua. on the t6th tbe No. 4 batch was opened prior to resumption of loading. No mrflrr or fire was risible at that time. About 8:10 ami. eight stevedores (two crews) aural No. 4 lower hold. A draft of hags of firrtilrrrr was sitting on top the cargo and in tbe square of the batch, where it bad been left the night before when week stopped. One crew of four mess began to scow these bags in their proper location in the bold. The other crew of four men sat down to await the next draft from tbe topside. About S:ao a.m. stevedores noticed smoke issuing at the top of tbe stowage. The smoke was at tbe side of tbe ship and was coming np in x free space formed by the frames of the vtad and tbe shell and cargo battens. Attempts were made to extinguish the fire with drinking water and hand fire extinguisher*. Apparently the fire seemed to subside but shortly more smoke was no ticed between other frame-spaces, both for ward and aft of tbe original location. A ship's fire hose m lowered into the bold but tbe first mate ordered no water be used, stating it would damage tbe cargo. 'The fire, which apparently was occurring low down in tbe stowage of the fotfliter, appeared to be spreading with much more smoke taring. Ordos were issued for per Marine Section 25 sonnel to evaatate the bold. With all per sonnel safely oq deck, order* were issued to blank el the ventilators, put tbe hatch cover* in place, cover them with the hatch tarpaulin, and batten down the hatch. In tbe meantime an alarm was sounded, exact method undetermined, and twenty-seven voluoteoa of the Texas City Fire Depart ment responded with their equipment. Fol lowing tbe sealing of the batch and ventila tor* the ship's weam smothering system, fitted in bolds of ships for fiiceniigDitbing purposes, was fumed on. Promt gen erated by tbe products of decomposition ripped a corner of the tarpaulin and blew off a few of the individual hatch covers, and. jodgtng by tbe pressure exerted and tbe amount of smoke issuing from the bold, it can be asnimed the fire was spreading and increasing in intensity at a very rapid rate. On tbe SS HIGH FLYER, moored in the slip alongside Pier "A." the master of the read, taking cognizance of the fact that the SS GRANDCAMP was involved in a fire with smoke befog earned by (be wind, directly across hb uatl, tsued order* to ream fanfar loading, batten down tbe hatches, aamme fire watiooa, and wet down tarpaulins aad other exposed combustible material on board bet vessel. This apparent ly was dear m a nrirfactosy manna. Upon arrival cm the pier alongside the SS GRANDCAMP. the local fire depart- meat pot forth ta best efforts to aid in tbe rrtingniifimrm of tbe fire. The crew of tbe SS GRANDCAMP had been ordered ashore, so it is asmmed that very little, if any, aid was received by the Joral fire department from tbe crew of the vratcL At approximately 9:15 ajx. tbe ctrgo in No. 4 hold on the SS GRANDCAMP detonated. Within 900 feet of tbe SS GRANDCAMP to tbe northward wse certain buildings of the Monsanto Chemical Company plant. This plant manufactures styrene and tbe proem of manufacture involve* tbe use of petroleum products of high volatility. The buildings of tbe chemical plant nearest tbe SS GRANDCAMP offered surface exposures to tbe blast and the immediate damage in flicted'on these buildings giro an Indies(ion of the trepocodous pressures evolved. The machine shop, the warehouse, and the office buildings bore thc.brunt of the ex plosive wave. 'The storage tanks, the piping and tbe fractionation towers suffered severe damage from the blast and were punctured and ruptured by mifttks consisting of frag ments of the vessel. Naturally these storage tanks and pipe lines carrying flammable liquids, when ruptured, released vapor pos sessing a very low ignition point, and such vapor, either by the influence of the heated mhriles, or mechanical sparks caused by rupture or tearing effects, ignited. -U ap pears that some low order explosions oc curred in accumulations of such vapor and tbe escape from storage tanks continued to fauns for some days thereafter. It is be lieved that Lhc principal loss of life in the Monsanto Chemical plant occurred imme diately following, and as a result of the detonation of the cargo on tbe Sfl GRANDCAME. Tbe tow (infer explosions and sub. tqoou fire did not materially add to the damage outside tbe Monsanto plant erased by the initial detonation. At tbe time of tbe detonation of the SS GRANDCH \MP. the SS HIGH FLYER sustained lonsiderable damage. Hatch ent ers wire blown off tbe cargo hatches; some apparently being blown overboard, other* landed on the deck, while others dropped into the hold. Light structural parts of houses above deck were dbfovted. Door* were jammed in open or shut position, in terior division bulkheads were, warped, fur niture was displaced, steam lines were started, mooring lines were ported, and (he vessel was forcibly driven sidewise across the slip until it fouled the SS WILSON B. KEENE, which was moored to Pier "B" on tbe opposite side of tbe slip. Tbe master of the vessel, severely injured, mustered hi* crew and found that other* of the oew were also injured. He taied orders to take care of tbe injured, have ibdr wounds dressed or take them ashore, and otherwise endeavored to organize his reset. After one hour of such emergency woxk he issued in structions for his crew to leave the ship and retire to a safe location ashore. Afta tearing the SS GRANDCAMP, the crew, with the exception of seven members, remained 00 the dock, watching tbe fire department fight tbe fire. The seven memben mentioned walked around the opposite side of the warehouse and proceeded to a lunch room about 100 feet inshore of the head of the slip; ostensibly to purchase dg- if '* 26 35th National Safety Congress, 1947 jretto. Wben the ocplodoo occurred all persons on (be dock or (be ship; indading the entire tweaty-ia volunteer fireroen, were killed, withthe nttptioo of three or four penons who were standing about at the land aid of the pier. The residential area of Texas City suf fered considerable structural damage from the effect of the blast. All glass within a radius of a mile was shattered. The roofs and walls of many buddings and homes Were caved In or dangooosly distorted. The * was one of chao*. As quickly as possible parish endeavored u> organize relief. With fire department personnel killed and all equipment demolished, no immediate effort could be made to combat the fire in the post area. Mladics from the SS CRANDCAMT pierced oil storage tanks, igniting the varpors, thus spread ing and compounding the hazard in the area. It was evident that no emergency plan or disaster plan existed and U appears that early efforts to organize relief proceeded slowly and without organized direction. Nearby dtio. of their own volition, went to the aid of the stricken people. The Army and the Coast Guard immediately organ ized and dispatched all possible men and equipment far relief. The Red Ctoa ap peared in aa ilawt tainolow short p** of time and rendered yeoman service. The Tescas Rangss impended and woe a tre mendous asset in setting up order in the area. Without benefit of any organized fire fighting force or equipment, the heroic efforts of individuals entering the devastat ed area and rescuing those stiQ alive are deserving of great praise. The entire water front area from the Monsanto ' Chemical plant on the north through warehouses "O," ".V* and "R** was afire. The contend of the ' various wrecked warehouses tar nished material for the conflagration. At 6;oo pan. an enlisted man of the Coast Guard, accompanied by several other mem- bos of a searching party, boarded the SS HIGH FLYER and discovered that a cargo of 1,050 tons of sulfur was afire Ln No. s hold of that ship. One incident emphasiz ing the lack of organized disaster efforts was the attempt of Lykes Brothers Steam ship Company to get mml representatives down to its vessel, the SS HIGH* FLYER, to sec what conld be done about moving the vend. These representatives came Lorn Galveston by automobile, and who* reach ing the stricken area they were denied farther progrm by. the hastily aligned guards, with the explanation that persons were not permitted to proceed into the devastated area. Upon an appeal by tele phone from the Vice-President of the Tens City Terminal Company at 8:oo p.m. that evening, Lykes Brothers organised a mis sion which proceeded .to Texas <2ty from 'Galveston on board two towboats fat on effort to move the SS HIGH FLYER. ft appears chat Che custom in that poet was to me the shlpt author what morning a und and after sods mooring the anchor of the SS HIGH FLYER was left down. The suasion, before attempting to move the HIGH FLYER, burned the astfar chain to free the vessel. A crew of several port captains and other personnel bearded the SS HIGH FLYER and attempted to aid in' moving tbe Teasel. The two top. after much effort, woe unable to move the SS HIGH FLYER, and at approximately iroo a.m., April 17, tbe effort was abandoned. At 1:15 am. the ammonium nitrate far. ` titizer cargo on board the SS HIGH FLYER daoaated. In addition to destroying tbe SS HIGH FLYER, tbe after boO, tbe en gine 100m. and the No. % bold of the SS WILSON B. KEENE were also daucfaL Missiles from the wpWca spread fire over the remaining area of the waterfront sooth of Pier "A." wrecked tbe grain elevator at tbe bead of the slip, seriously damaged three warehouses, set fire to oil storage tanks, and to above ground oil pipe lines in the ara to tbe south and southwe*. Fire-extinguishment tfau on the part of fire-fighting crews of the oB storage com panies and refineries tf jg Boh. tug tbe amount of damage in these faffsHa- tions. although the fires condoned to born for several days thereafter. Other oQ re fineries in Texas, upon hearing of the dis aster at Texas dry, dispatched trained fire fighters and equipment to assist in combating the danger. Fop *""- to bum at a piugiuslrefy diminishing rote for about four day*. The arose reliable fignre of loss of fife was sec at 488, plus over son missing. It fa estimated that mere than goso were in jured. Property damage and oatfaftat losses are wimuot at 887,000000^0 Marine Section 27 Tbehazards of ammonium nitrate fertilizer, which Is basically ammonium ufautr. as k coodsts of 96% airunooiam ttkrete, had bees evaluated by several competent agenccs. It was not believed that any set of Jii.ii--Uiifri encountered in transportation of this sub stance could result in cs mewe detonation. There have been outstanding experiences ta land storage of ammonium nitrate and am monium nitrate fertilizer bong involved In fires, and in no instance dad such involve ment cad fata masse detonation or even kmoidcr explosion. Regulations governing tbcfr transportation on board nod, in effect since tpfi. state; "Under, conditions of exposure to tem peratures above 400* F. rapid decomporidon and ignition may occur with evolution of beat. Under exposure to severe shock detonation k pomibie. although not prob able under conditions of transportation.** Needless to my. the npaitnee on baud the SS CRANDCAMF, tbe SS HIGH FLYER, and later tbe SS OCEAN LIBERTY at Brest. France pvt positive proof that it is possible to en masse detonate aamoofam nitrate fer tilizer. However, it appear* definitely estab lished that this as accensptisbed in oirgo on board vessels oaty by effecting a in tbe chemical stability of the fertiliser by means of fire and by the nbosace in a fairly tight unwpaiuncnt wbOc it is in volved la the fire; sad by Msg a --m.i>n mu* of the fertilizer promt. When the fmilfzq- heeamr inreived in a fire on the SS GRANDCAMP. three grievoo* errors were iwdr (1) by not oasag water fas volume to extinguish the fire fas fa* csxty stages: {) by blanking off tbe ventHatocs and dosing the hatch with fa* wooden cover* and tarpaulins, and (j) increasing tbe tonpesatuie of the cargo by the fattroduetioct of steam into tbe tightly closed bold of tbe ves sel: thereby accelerating the decomposition of tbe ammonium nitrate and hasten ing the detonation. This same act of errors was made on tbe SS OCEAN LIBERTY at Brest. France when firewasdiscovered oa that vgbcL This fire, is my opinion, first occurred in cargo stowed fas the tween deck bold and heat was transmitted through tbe twees deck at fufident temperature to cause ignition of paper bag contains* of ammonium nitrate fertilizer-in the bold below. The above described chut* were not factor* in the explosion on board the SS HIGH FLYER. The ammonium nitrate was stowed is lower bold No. s on this wnel U tower bold No. t, adjacent to hold No. g, there wo* stowed 1,050 tons of bulk sailor. We know there was fixe fas the balk salfar at 6:00 prs. and we afao know that there was fire fas the nitrate cargo at ti:o pja. It is believed that admixture with sulfur hastened the detona tion. Tests so for comforted ooofiza this. As far "l twom that amy be Learned from this Casnaky" <i) ADVANCE DISSEMINATION Of INFORMATION - Manufacturer* of sub stances or articles by regulations a* dangerous should tli--mlniir complete in- formatioo. m advance oi shipment, as to tbe hazard associated with their products. Ship pers of tech snides should advise carrier* of this hazard at the time they book space. Carriers should inform their personnel at this hazard and of action to be taken In an emergency. Alot manufacturer*, ascertain any and all hazards associated with their products and provide the Information to interested persons npon request. Tbit pro cedure anay be Improved upon by dnsemi-' paring tbe information throegb trade paper* or otherwise making it generally available without waiting for persons to request ft. Shippers (whether they be tbe manufacrara* or bright forwarders) are required by Dangerous Cargo Regulations to advise tbe anka of tbe hazard aao- child with the shipments bring offoed. Carries* are morally obligated to 1ofora their penoenei of hazards aamdated with the substance* bring carried. Admiralty law courts, both in England and in this coun try. have held that the carrier is responsible (or knowing all of tbe precautions to be taken in the transportation of dangerous articles of commerce. The Coast Guard Board of Investigation of the Texas City disaster Sound that hard ly without exception all persons xworfitiwf with tbe shipment, the stowage and the transportation of the" ammonium nitrate fcrvnt--^ showed a lade of re garding its hazard, or provisions of regula tions gowning Its transportation. The action of the often* of tbe French SS GRANDCAMP in thrir attempts to con trol sad extinguish this fire was exactly wrong la dosing the hatches, blanking off the vratflaton. and oedoing ht water in XE ' 28 35th National Safety Congress, 1947 volume not be applied to the fire. More or lea the same procedure was followed in the casualty involving the SS OCEAN LIBERTY at Brat. France. (*) SUITABILITY OF EQUIPMENT AND FACILITY -- Equipment used in transportation and fadlities used in han dling and storage should be suitable for the purpose. Railroad equipment, and the ship whkh b used for transportation of dangerous cargo should be of proper dsign and maintained in such condition as to afford safety In thb transportation. (3) SKILLED SUPERVISING PERSON NEL--The carrier should supervise the handling, storage, and stowage of the dan gerous articles while in bis custody. Managers, foremen, stevedores, freight fronting agents, and ships* officers should possess complete information about the hazard associated with the cargo they are carrying; thus qualifying them to supervise the handling, storage, stowage, and trans portation of the material. (4) PORT FACILITIES--Port fadlltis should be of a design and be maintained to fit the needs of the activities being con ducted. Thb goa beyond the mere design of the facility. With the exception of *** port facilities for handling oil and others for handling coal, grain, ore and like bulk eoaunoditia. Tends using run of the poet facilities often find themselves in locations which compound the normal hazard. Sev eral ports in thb country have been bid out. apparently without too much regard for safety in operation. Wats areas are small, plos and wharves are boili so dote there b no cun room for maneuvering uadc The same facilities that are used for general cargo are abo used for transfer of ffamaubtc liquid cargoes la bulk, resi dential areas are dose up to the working areas of the port, towing voKb are not present or Immediately available, manufac turing plants are abo operating in the im mediate vicinity of the pias, proper fireprevention plans, fire-alarm systems, and fire-extinguishing equipment with trained personnel are belting, thus seating an ex cessive hazard. One such port is alert to (his hazard, and in all fairsos it must be tund, it it doing its best to counteract the danger inherent in its operation. By bitter experience residents of cities in thb country have leaned to protea tbdr Investments and their comfort by the adop tion of zoning ordinances. Admitting the zoning ordinance is not a too per cent volu tion, it, nevertheless, does provide a vehicle to accomplish its ends. The development of the ports of thb country has generally been a competitive matter. Many of the Urge ports began, a number of years ago. to coned thb by instituting orderly proce dures and plans, and in sock instances thb has entailed an expensive operation in overcoming the earlier "*fcv and pro viding for orderly safe development in the future. There are other ports, however, that have never attempted any such selfpolicing, with the result that the simplest operation in these pons b fraught with danger. The cute in thb instance lies with the state or municipal authority. (5) DISASTER PLAN--The toad au thority in each port should prepare a dis aster plan which could be put into effect in an emergency, thus preventing access damage and needless ks of life when an emergency arise*. <6) TRANSPORTATION OF DAN GEROUS ARTICLES--Some food authori ties have a. one which win prevent any casualty occurring in their ports. Thb-cnre b simple. They are prohibiting the trans portation of any dangerous article through .post* within their jurisdiction Thb is an effective core bat k b net an intelligent approach to the [*>" There are more than 1,000 ward strides of a dangerous nature moving in commerce every day. These airido are iwquUul for the preservation of life. Cor preceulug the health of the people, lor preseratioe of foodstuffs, and for other creature comforts, not to mention artkim nmfed for Use security of the country. The economy of thb country b intisntdy hound op with the availability of many of the so-eaDed dangerous mbtincet The proper approach to thb problem b to find wxys and means of expediting thb transportation. surroundtog such transportation by safeguards which if observed will insure that no cas ualty ocean. A cooperative approach to ' thb problem oq the pare of ludiwtiy. car riers, port authorities, rand omen, and state and federal governments can accom plish thb-end. Howcm, the approach must Morin* Section 29 be cooperative, honest, and the enforce ment real- (7) EDUCATING PERSONNEL - AH personnel likely to be involved In the han dling or transportation of dangerous ar ticles should be educated to the hazards associated with thb transportation, and also to the proper action to be taken in an emergency. On* of the deficiencies iuing at pres ent b the fact that while much informa tion b available with reference to inherent hazard, it b not always available In such form that the persons concerned are cogniz ant of iL As agency tluigul with the duty of correlating all correct pertinent informa tion with retaBKC to the hazard Involved, and by liaison contact making thb informa tion available, is advance, to penoos Likely to need such information, would eliminate the situation of lack of knowldge of rule or coned procedure, perhaps the first re action b thb should be a government func tion, but let us scop and*coaader whether industry and carries alike could not pro vide a better medium for such a purpose. The program made us "safety-first work" for pesonnef reedred is greatest iniwm when industry derided to pot its own house in order. Perhaps that would be the bat approach to thb problem. Without sack * program it is 1 certainty tint cmnilthi such as that at Texas dry and others- out<b* of my particular field w3X thSMW to occur, and when they do mw, we are very liable to find ourselves operating kgblatioa or regulation promulgated un der the mess of emotion. Thb b am a good approach to a softufoo of the pcob- (8) A FINAL CAUTION - rmaihki such as that occurring at Teas CScy are shocking u> the sympathies t dm Ameri can people. Newspapers arc pose to de vote oootiderabfe attcatiem with mugger- ated docriptioos, eye witacm Worms, ad opinions not always cm farm. This b not said with any critical famme. It b a normal, natural reaction, and cesxasnfy the newspapers cannot stop to codnaae the accuracy, especially of satmoa madr by pauses supposedly baring a kmaWpc of the subject. In hf csanccxla I am a minded of an editorial appearing ko "Chem ical Engineering" la lfay ipfj. whiefe alter expressing sympathy for the people o( Texas City, goes cm to say: "Our sympathies in modi Verna meas ure. also go out to those oudo from At lantic City and elsewhere who over-night became experts on the explostbOity of ammonium nitrate. Over the radio and in the syndicated -*"" came many weird announcements. Sadly, we woe reminded of our own rather immature outgivings of saare than *5 years ago when following the great Oppau explo sion in September ignt, w an editorial entitled "Facts ami Fancies About Ammonium Nknte." We think we learned a lemon. Certainly the malt ing series of conferences with hdeni and state nfiriilt, insurance inspectors and explosives manufacturers taught ns that solid bets are bests' than fleeting fancies as a hnndsticiu for editorial comment." It was hontstag to rod kk mwIw the sums of shaffer aperxace following Texas City. However, the binlneimtinn about i of those explosions that have been The Cne--indim of the Coast Guard rec ommended is the Secretary of the Treasury that in view of the known facts, up to that time asenuiued. k appeared that further technical research was aecemary with refer[ aff of the hazard in coo- ary conomed with the reamaacodatiou and invited certain agencies to **--''"** repre- Kotathu to nth a rotnsntieo. Acceptances were received from the DtuiUmuti of Tteaswry. War. Navy. Interior. Agriculture, and Commerce, the Intcntate Commerce Com- minion, the Maritime Coamustioo. and the area of Explosives of the Association of American kailmmfe. The State Department also --mrrl as observer inasmuch as thb dc- partmroc baa a collateral interest in the ship- mom of ammonium nitrate for the ttid of devastated muuzfas. Thb committer has bees meeting in frequent woions since July 7, ip(7 and has published Fart I of its report which deals principally with the trampsalotion of thb product on board reads. Pans n and III of kt report will be pub- KAad dmctly. Part n encompasses land trans- pmiihra and storage. Pan lH will contain 1 30 35th Notional Safety Congress, 1947 results of physical and cbemiml lots of am* monium nitrate fertilizer, with comparative tests of commercial ammonium nitrate. It is the committee's objective to provide factual information in cMinwtkn with this substance and make to increase its safety in manufacture, packaging, Und trans portation. handling, stowage, and use. Tnmnnn Learned From the Texas CUf DteaeWr 1L Chamical Plant Phans By J. J. HOFFMAN Safaty Director, Mnnrmto Chemical Company Being a safety engineer I believe that 1 can tom the things you would like dis cussed and the infonnatiou that you would like to a** back to your plants. I aaa sure that i~e* the Texas City disaster you have asked yourself, as we have: What could have bees done to prevent the blast? What could have been done to loucn the terrific destruction of sudi a blast and the mulling fires and chaos? r~.U the piad buildings have been de signed differently or located in a different pattern? Could the iostallaiioo of sprinkler sys tems and frsm systems have been designed more efficiently? Was the fire fighting apparatus efficient; and if not. what additional equipment was needed? Was there an adequate supply of emer gency equipment gas masks, fire blankets, asbestos suits, gloves, etc? Were the fire and emergency crews ade quate aod were they efficiently trained? How do people react in the face of such a catastrophe? What rescue and recovery procedures were set np after the blast, and bow did they function? How about a permanent disaster organ ization? These and many other questions of like nature to be answered as we progressed with the reconstruction of our Texas City Plant. Let us take them one at a tioye and them in the light of the knowledge we gained at Texas City. The qumtfon of "What could have been done to prerent the blast" will be riisqitri by Ur. Bulls of the Coast Guard to 111 not attempt to go into ibis but will rather confine myself to the Monsanto phase of the dnmiosL First "Could the buildings have been de signed man efficiently or Incited fin a diferent pattern so that the dewiwisow would have been reduced or rtimimrrd? In every area of the country sugiurwring principles are appBssf as is wsiwt ex isting local i ipiuuns &u same anu earth quakes have to he canaideMd-- ocher areas, cyclones or sosaados. At Texas CSry the phot was designed to vkhttaf the farce of farHouse*. In 1943 U vox through a bnrvlrsnii during which the wind sUochy some 13I miles per hour. Under this wiifc farce the plant did not suffer la the iBgtrnr, the only damage befog a paint loss doe to the abrasive action of the wind and sand on the exposed steel work. So change of design docs t)oc teem .10 have been indioied; the build- inp and equipment withstood the forem for which they were designed. Locating the buildings in a different pat tern would not bare helped the situation. There was no area of the plant that was fare from the destructive force of the blast. Second "Could the sprinkler and foam sys tems hare been improved upon? Bor in mind that thjs plant was built in 1941-4$ and that the mast modern, efficient systems available were installed. Whether or not they would hare functioned in accordance with their specifications is sot known. .They had so dunce to operate. All service lines aod power were immediately cat off by the blast, and the systems themselves blown apart. "Was the fire fighting apparatus adequate?" Again the equipment at this plant was of the most modern design; and we bet that it was entirely adequate, as it had functioned manfully in the past. The apparatus bad bo opportunity to prove its usefulnew be Marin* Section. 31 cause it was blown apart and mdcnf com pletely Inoperative. By the tame token supplies of emergency equipment, gas maita, fixe blankets, asbestos suits, gloves, etc. were destroyed and buried or rendered uselem by the imrtai farce of the blast. "Were the fire crews and emergency crews adequate? Woe they efficiently trained?" In our opinion the fire and emergency crews at this plant me the finest in the country. They had absolutely no chance to prove their worth for the most put, because practically all of them were either or so severely injured that they could 00c func tion after the initial blast. So much for the situation as it appeared before and immediately ah** the blase Noth ing either of a mechanical or of a human nature had an opportunity 10 ftmqJoo in a norma! way; and, accordingly, we are unable to place our finger 00 muds th*r can be changed or eoncaod in the light of the ex perience we gained at that time. "How do people act in the face of such a catastrophe?" From my observation the follow ing the bhx 1 cu truthfully my ffiu 1 bore never seen such heroic sdf-dhregard cm the part of people. Everyone was < to do something to help--in many cases tint who wanted to help were suffering tram severe injuria and mwrinl help thrmmfm. Never theless they spent long hoetzs Mpfag people who were less formnaie than themselves. Briefly the situation seemed an hr that no matter which way a perms looted it wm not hard to find who needed Ic^p ud in a great many cun needed k were dam they thrmsdies did. During the time that I spent at Ten* dry I saw Utsxalfy no caaet of hyweria. Evrifemimf, yes, but after the first day there was a unified tinglenem of pur pose that was wonderful to see and be a part of. "What rescue id recovery procedures were sec up and bow did they function?" Immediately after the Mast the arm be gan to be patxoOed by the Department of Public Safety of the State of Texas. This or ganization pcmiiwai no one but authorised pence* to cats the area. Grew* of voluntary worker* searched the area far the of those who wore killed or injured, in oar own pfant voluntary crews and* up of mm who worked for Monsanto god outride volunteer* under the guidance of Monsanto men searched our plant. As the bodis of victims were lo cated was placed on h-- nd they were seat to the morgue Cor embalming and identification, la re far as the function of these smith crews was rem-ntd they did a marvelous job. literally moving the plant by tread, almost brick by hid. lu so far as the identification of personnel was concerned. the Bureau of Identification of the Deportment of Public Safety of Texas did a marvelous job. The men who staffed' this identification boreaa woe thoroughly familiar with what they were trying to do and left no avalues mnyml in their efforts to identify everybody loasuil in the atm. Since the disaster the question has been asked of as a number of timer, "What do you propose to do about tbr establishment of a permanent disaster organization?" We hare given this question a great deal of cooridexation and are of the opinion that the eWihHthTWfnt of such an organization is important. However, in tfa orguiation of rodb a function a aumber of have to be taken into constderatioo. The first and most important of which is the question-- who shall saM the permanent (-- group? In 1 (templing to answer this I with to state that in my opinion the exclusive use of local pfaat personnel is not good policy. Under disaster conditions there is tmy possibility that your disaster group will be completely mm apart. Tire organization's leaders and its mmbm may very -likely be rendered looperativx. Fbr this reason I believe that an emergency organization should be set up on a company- wide baas. In other words 1 mean that in dividuals from various plants should he se lected and given authority to proceed imme diately to the scene of a disaster. Primarily these men should be selected far the quali ties they bare which are useful in such con ditions. Beyond all othgr qualification they should be the type of individual who works best without immediate direction ( is capable of making his awn dccaiom rapidly and fallowing through on them. 32 .?5f/j National Safety Congress, 1947 THURSDAY LUNCHEON SESSION October 9, 1947 Joint Soasion with Propollor Club, Port of Chicago Presiding: CARTER KENDALL, Ant. Chief Safety Eng., Bethlehem Steel Co, Inc; STUART B. BRADLEY, Attorney-at-Law, Seago. Pipio, Bradley fc Vetter, General Chairman, Pro peller Club', Port of Chicago Tho Purpose of tho Maxine Section, NJS.C. By CASTER KENDALL Asst. Chief Engineer, Bethlehem Steel Co., Inc. We are concerned with the maintaining of a vigorous, virile American Merchant Mar ine; a Beet that can take and bold the seas, the Great Lake* and our inland waterways: mariner! who are so proficient that cargoes and passengers will be delivered rafdy at the scheduled destinations; shore and harbor bolide* of sufident capacity and scope to tawti, cargo movements efSdraitly and promptly; and dock yards capably managed so necessary repairs are accomplished with the very minimum of delay. Does the Marine Section of the National Safety Council have anything to do with at taining these object!vo? Mott assuredly! Un less every segment of the maritime industry operates safely, there will be expensive arid wholly unnecessary delays. Aeridcsts can and do place all along the Boo on the pies. aboard the ships, in the shipyards and during the voyage. Acddenis result in lorn of both time and money through damage to equip ment injury to personnel. They on be prevented by careful planning, adequate repervfo'oa and logical practical safeguarding of recngnrrrd bawds It is the purpose of the Marine Scoloo of ibe National Safety Council to unite tho ef forts of enlightened management in a con certed. jwppM"**--* drive on acddcnt ansa; to pass the word to these doc so wcU informed on bow accidents can be prevented and to exchange mutually beneficial information oe accident control; all to the end that needless damage to equipment, ships and machinery, needless injuria to and slaughter of penoonet will no longer be a by-product of our American Merchant Marine. The American Merchant Marine caul the Sh^pbpndtng and Ship Repair Industry By L. R. SANFORD . ExwcuUv View PrwwidwnL Shipbuilders Council erf America We have bad two valuable, but extremely expensive, lessees in the last two .wars as to the vital necessity for both an active and adequateMerchant *** and a sound Ship building Industry. An adequate Merchant Marine is necessary to these United States for two reasons, first, for security, and. second, to promoce our foreign trade and domestic prosperity. History demonstrates that only wrong na tions can maintain peace. Whenever ibae are been comparatively long Intervals of peace, as there have been occasionally, the power to wage war and particularly to con trol the seas was the key to peace. The Merchant and the Navy are inseparable and interdependent. The Mer chant serves as an auxiliary to the Navy, without which the latter could not function effectively. The Navy nw inrains the freedom of the seas and keeps, the sea lana open throughout the world for merchant ships. Eariy in our history, the Merchant Marine Marine Section served as a Navy, and later became the nudens from which a Navy, as such, was developed. Development*, technological and otherwise, in the Medunt Marine are ulti mately reflected in the Navy, and vice vast. Each requires technical staffs and skilled craftsmen for design and construction, and each advances the art in the interest of both. After World War I, the Merchant Marine was permitted to deteriorate and disintegrate. As a supreme gesture, in the interest of future peace, the United Sous subscribed to the theory of limitation of armament and prac tically scrapped its Navy. So we lad twftiw Merchant Marine nor Nary an cfective form. that any theory that equality or Imiuthn of military poster wiB prevcm wmr is unlcm there is cxbtfog power capable of and ready and willing So adorer the terms of such an agreement. I'sfxtaaudT. rc ran* not rdy on alt the iifist>i so ad aa agreement to renriant so at a good faith. The military ttrattgy of the I'siud is baaed on the premire that the beat de fease is an nfrat tm keep rise war awav from this hrwaplwn. Bare, the few fine of defense is a fatal Navy and Air Trace, backed up and wnsie dfaiht for operation at any time, any abase ia the wall by an adequate Merchare Mhrimc. Prior to World War L we M neglected our Merchant Marine ml ear iKphaiWing, industry. On the orabreat ef the war fo 1914. we bad neither Che ships are the opacity to coostrau a hip aaafea rf rlihrr ---- or naval watt Thr war cnatt a how demand far audnat mmp. ami earned the withdrawal baa mm trade mt foreign lag rely for the exports and congested with exposas for lack of _ over t)4 yean ilapstij before owr entry fato the war, during which time American ship yards concentrated on the comtjiKtioa of ships to the order of American and Allied operaion. Hare h 1917. United Scats ship yards. already woeking to the H--1 of erist ic opacity, were at lean partially prepared tor the war thipbuikfing program that fol lowed. n.Now take World War Germany invaded Poland on September 1st, 1959 and France, and Great Britain declared war on Septem ber $rdL We declared war. as a result of Peart Harbor, on December 8th, 1941. Again, we had over two years in which to build ships and prepare for the inevitable. Fortunately, under -the Merchant Marine Act of 1956. the national policy on the Mer chant Marine, originally dedared by the Congtms in 1916 and again in 1910 and 1918, was reiterated and confirmed. We had already commenced a long-range shipbuilding pro gram in 1938 which, after September 1, 1939, in view of the apparent foeritabOky of ulti mate war and the critical ihnaige of seago- befcu Pearl timbre, la addkian. mm are- cwsty in tpft is tsage hwV. ' With the red mt Aa war to sighs, we had already begem re mil fir war fiiyWU' fog program- md. affor ifir morefim af thr Japawoe in the Far Bare il Mpa mafier am- foMfeat mil br mremaad and afoyml other already heat, why we aaarf mare ship* at ibis time whew we earee are mt the war with wed rear jms reenfowtt figs. (Mr renalriy. cbera are aaaia types aC figs tint are la abort appif.-pouiaSy wore of which were orattraued dsufag the war. I refer particalxriy to pamenger Bam and combina tion cargo and pawroger ship*. Prior to obt entry into the war we had fo opoarion a local of 1 tt ships of there types. Many of tire (31 to be exact) woe lost dur ing the war. Ten hare bees retained by the Axmy or Navy and tew hare been sold to Ireeign operaion. Others of advanced age were so radically abend for war service and subjected to red) soeuuuw service that it is eamoaioOy ttmotmd to attempt to rerondidon them. Thirty fo this category are pres ently laid up. The net remit ha* been that, of the prewar Beet of 118 pamenger and combinaries cargo and pireaigcr vessels, a fleet even then totally inadequate for national se curity. only 37 immfc (of aw avenge age of 18.3 yean as of the fine of this year. 1947) p . * k 35th National Safety Congress, 1947 are now in service, or will be in amice wbcn despite the cost, to.providc for am national alt reconditioning new under way bat been security. completed. To tbeae may be added a total We all acknowledge, or should acknowl of 17 combination cargo ud paaengcr wadi edge. tbe need for goitxommril economy, completed and delivered tioce the war. but we know that in guvuumest--the na Thus it is evident that we have, or will have, a postwar Sect of this type equivalent to only 48 per cent of our prewar Beet of passenger and combination cargo and pas* senger vessels. Tbe high coat of operation, coupled with railroad competition at dis criminatory rates has practically wiped oat not only present operations of this character but eves plans for farare operation. And yet. from a national jemiity angle, they its a most Important tutor. Military strategists agree that, in the cam of a future national emergency, there Is lit tle likelihood that there will be any other nation standing between u* and an many, or that there will b* any period of grace dur ing which we on prepare. Ships axe not buflt overnight- We must be prepared to act im mediately, and rtfps of tbe proper types must tbothte be instantly available to trans port men and supplies wherever needed. There is a school of thought to the elect that ships are wiiiawkil and that the neat war will be fought in the air with atomic weapons. More thoughtful cooaiderxdoo in dicates. however, th* despite any initial dam age jp8?i-fd by air power and atomic wea pon*. such a conflict cannot be earned cm and successfully consummated without a heavy movement of military and naval forces, with their supporting supplies and equip ment. for acquisition of advance bom and for ultimate actual invasion and accupatkm of an enemy country. Ships will still be indispensable for any such activities. tion's business--there axe certain fixed ex poses which cannot be eliminated, just as there are in our own baasam, and in our domestic lives. Tbme r iptnsre are a tbe nature of insurance. It can be then that we agree that we miat have an adequate Army. Navy and Air Force. Our military and ntml fortes arc helpless and cannot fiimrirm rflnrtfvrly out side the costincncal Sfoo of the Ueftrri States without tbe support and active co operation of an adequate Merchant Marine. It appears equally logical to have the defini tion of adequacy as ropem a Mmhiat Ma rine to those best quafiied t judge. After.,all, the cost to the Govcrament of an adequate Merchant Marine is very mod erate a null fesetioa of (hr em of an ade quate Army. Navy and Air force, but of vital and equal importance. The only awe. as hr as the Cumstat is tswuuod, which mans you and t aa taxpayers. Is the awt of the construction and operating differential subsidies provided under the Merchant Ma rine Act of igjl We have no subsides in amxctko with the Army and the Navy, because we as a government, pay ion -per cent of the cost, both cocBtxucxfoa and operation. Or. to put It another way, wu subsidise the Army and Navy too per cent. Bat in the case of the equally vita! Merchant Marine, where we only, pay a fraction of the awt, bemuse wc are fortunate enough to be able to utilise, as an instrnment'of national security, a com mercial operation which nearly pays its own All this means that we must have an active way, we pay only a partial subsidy. and adequate merchant marine to supple- . We pay this subsidy for foreign trade ment the Army and Navy. The mere fact of ' only, to cover tbe difference, both in capital the existence of a strong Merchant Marine, invatzaesx In ships and Is the cost of opera having up a powerful Navy, would have a tion, between the cost to an Americas flag most salutary effect on the ambitioe of a would-be aggressor and would thus provide a potent Instrument for tbe maintenance of operator and the cost to a foreign flag opentor in order to place the Americas hag opreator in a position of parity with his for peace. eign competitor. It will be alleged that the cost is prohibi tive and h*r, in the face of a drive for governmental tmuemy, it cannot be justified. Wdl, Armies and Navies are cosily--very Those opposed to such a subsidy foil to realise that the fotreat. alone, oa the cost 'of the last wart shipbuilding program of mer chant ships. If expended wisriy over a period costly. Yet we do not advocate doing away with them. We realize we must have them. of yean prior to the war, would have more than provided us with aa adequate merchant Marine Section 35 marine of modem up-to-date ship* of all Dec enary types. War is wasteful and etpemive. All war construction Is wasteful and eepensive, ship building no less than other industries. A shipping operator gets much more for hb money h normal rimes. Me can plan intelli gently and systematically foe property sched uled additions and rcplirneti.Hi daring peace times. Furthermore, ship iqibauats may be staggered in an orderly fashion to provide 1 reasonable corahmky of production which oukea for lower carta. AH the ships umwimiud under a war pro gram becewse nlwihs*. er noth the cart ef their usefbl Bves at ippnwimtttly the same time width, of krtt n um a rfidfcnff mm noetic problem. Now we are faced with the uat astaatioa spin. We have a rosy large nwuiTirr of crtain types ef ships. w weed ether typm. and we also need to pin for thr orderly replace ment or uipplrmmtiug of those types we do have, so that n rareilly me wS have not only an sdqott and wM fw1aw.nl Mer chant Marine, fane aka one In which the oorma! age pmtow is cmwsatcnt with the ultimate popetamiaw of the Mmchaut Ms- Prior to the war. the Mrririmi Gmm>tion, is order to iepltwtw in long-range program, adopted pwnumu an the ijgf Aft, derfgned ewal xmhrt argu vouch of different tin and peh These rn- dtided the hua rtwaowswu in the arts of naval aitUttone and anrine eagfoere- tag. They are ea^maaly known as the Ci. Ct and Gg types. Tbe C4. a forger type ef casgn end. wa devdoped and cun Some of this type ships and (rampart now in temporary a complete lack of They arc at hoc mart suitable for-------ulia senger vends. They fa t nwifly whh a present legal nysh Kb and ate I * in such serric U. S. Coast Guard j action by.the matdy ahaorbed ha the j undoubtedly baton part of the pen reserve Baer, available only in case of a emergency. Wr have a soiplts of high daw taoken, we of which Mostly have antimired for sale to foreign flag owaos to relieve a present shortage In wocld tanker tonnage. Others sriB form an invaluable put of our permanent reserve. More than *500 Liberties were constructed during tbe war. This group forms tbe back bone of our present merchant fleet as far as number* are couamicA. The majority of these ouw be utiKzod In novmal peacetime serv ices. Same are being absoebed fay American QprtMnrt to uifipIreiLUt their present fleets for mtih types of service. Some are being mflfaed m tsemio, aa kwt far the present {usually under charter}. Many have been sold foreign. Other have been loti The badly (tinagnl oas me being sold for scrapping. But there sdB sriB be a forge group remain ing as a put of the pziiaiiew reserve. A brief mznntrnr oa tbe Liberty type ves- seh any be helpfnl as three is much public mucnooeptioc about tfou. The propelling power of the Liberty is not modern, nor is It purtienforiy cfltiem. They axe too slow for moat scheduled sot- kn, bring only about it knots. Tbe present tresrt k. coward higher higher qwnils la both dry cargo vmseb and tankers, n well aa ia combination cargo and pnurngrr vesseh. In justice to tbe liberty, however, it must be stated that they are exactly what they were designed to be and that they iwnkinl invalu able service during the war. which war srele Was the sole purpose for which they were derigned and built. We also have a substantial Dumber of Vic tory ships, designed Thxring tbe war bod coo- mooed daring the fatter part of the war ia Beu of Liberties. They are equipped with modem propelling machinery and hare a speed of 17 knots. They are suitable for peacetime operation ia many services. Many of them are being so utilized at piucat The national policy, aa set out la the Mer chant Marine Are of 1998, states that it Is neeaszry for tbe national defense and dewbpwwt ef Ux foreign' end domestic com- mere* that the United States shall have a Merchant Maxine and that it ia tbe policy of . the United States to faster the development end eneevrsg* the maintenance of sueh e Merchant Marine. It Is ifffcuU for many Americans to mlfac the stake that hmlnesa and agriculture have ia foreign trade and the part that the Ameri- 36 35th National Safety Congress, 1947 can Merchant Marine play* In that connec tion* We not only need foreign markets for the tale of oar own products bat also we need to develop markets In this country for foreign products, as well as aourco of supply abroad for rich products. We need imports to fur nish dollars to foreign nations with which to purchase from us and promote our own ex port trade, the lade of which may well prove to be the difference between a profit and a lost In many an industry. The German, japanoe and even to jobm extent the Italian merchant fleets are pres ently non-existent. Prior to the war, they did a tremendous badness. Who is going to take over that botineas now? Are we going to tit bade and wait for foreign flag lines to take it oiu? We have an onparalleled opportunity with in our grasp- ft will not come again. Other -faring nations are feverishly building ships of all types, determined to make the aaest of the opportunity. Foreign shipyards ate booked to capacity for yean ahead, but the shipways of omr country lie idle. We should not fail to note that many na tions, paxtScnlariy small nations, not pre viously merchant marine minded, have; since the war. embarked on merchant marine pro* ^Tr of ova. la addition to the former seafaring natsom. soda countries as Ireland. Switoestaad. Canada, Australia. Colombia, VcsNsasefa. Chile; Uruguay, Argentina, Bra sil sad ewa India and Iceland arc building up inTiinl marines as a means of promot ing their forego anaoeoe. The former so- faring nations who suffered severely during the war and whose economic plight is now i-- !,. Great Britain. Norway, Bel gium, HoQand, France and even Toly. are. nevertbdess bending every effort to replace and augment tbetr merchant marines. lUaria it planning to greatly expand its merchant marine. You have undoubtedly heaTd the adage "Trade follows the flag." It does- It has tea proven. But trade fs'rauch mote tfleefy to follow the Bag and In greater volume, if that flag is flying from the right type of ship-- the best ship in the service--a combination cargo and passenger ship. Passengers and freight travel together. Where there are possengm. there stfll event ually be freight. And if the volume of height ultimately becomes too heavy for the com bination ship, the service can always be sup plemented with straight cargo ships, or per haps more combination ships may be justi fied and mote frequent service. If you are planning a trip overseas, you win select the best and fatfrst ship. If you are planning to ship goods abroad for ex port, again you will adect the bat and fastest ship, excluding, of coarse, passenger linen. Hence, we must always be just a step ahead of our competiton in the quality of our ship*. The modern long-range cargo ships and tank ers we now have are just that. But they wen's be for very long. Unfortunately, we have mighty few of the combination cargo and pasmnger type. An important factor which should not be overlooked, is the fact that the operation of an adequate merchant marine enable* this country to retain some measure of control over freight rata in foreign trade. Active and aggressive competition tends to keep ftntight rates within reasonable Umlta. There It another angle to this matter of foreign trade, aside from the purely eco nomic angle. As a result of the last war, we have found oundves in a petition of world leadership. Leadership always invotva re sponsibility. Yriwing and prospective world couditioos have radically changed our rela tive posftlcm in weeid aflEabs. Even'if we are to merely ewr pcewju puMoa fas the oversea* pamenger busiuew. relatively poor as to was, we mt heve pumeager and ownhinatkui cargo and jaecagsr Asm ap propriate lor the iiiIbm wrahrs But a Merchant Marine omot be main tained without the coii--oat comfraction of new i--cte, of the type* required Cor all proposes, as well as so replace oteohw ton nage. Thus, at iB times, thee Merchant Ma rine should be uuieady mdsohed at a level at least the equal fai qualtey sad char acter of any aBoat. by i--wpermfang in new vends all advance* in the twin era of naval architecture and marine mfii--rrlug. wher ever they nay originate. The services paiticuteriy lacking at prroene are those in which high speed pesseegcr Been are required, such as the Mediterranean, the North Atlantic, the South American and the tnM-Padlc In addition there are soviet* in which combination cargo and pantugir linen are required, such m the Bound-thcWorW, Far Eastern, Baltic, European, South Marine Section 37 African, Alaskan. Cnesrulse. fan--mal. authorised, as writ as the Why then, you may adc, do not our ship ping *n# immediately place enkn for lh* new shipa that axe so badly wafcd? The physical factor* pertain to the char acter and votnme of the prevtifiag; common- ties transported, pa--nger demands and the limiting characteristics of the pacts served. Less tangible factors are the p--pwiiie veK- urncof burin-- ladlhtspyHabknm, hag term of esoscnctiM, insurance, goven--t rrgulwlnm, and tom. time Coaastooa invited tods. A coatract award had been made for throe linen for Mediterranean sovke. Another award was ptafog for lines* for Sooth American sendee. Invitation* had been issued for bids for linen far bast-Pacific spike. PrrihnJnary design crating casts of all bauds at* in a amg spiral, but the peyroB is the m-- atien There is an cm i less wozfc for more pay. limitation* no the mnu work perfotmed at me -- --i^i time swsotofng not only in tenys--tosmm km | than AlyfciiiMhiy giw ilyw a tun been in a sate of --ponded . there is now a ponabtlity of a far the better. Early this year, the nt appointed an Advisory Committee t Merchant Marine to ntrvey the entire hence a deatased --m pa year. A ship earn* i is at am. Eves though we fee the dip; -- a day's work under the _ oScere, a* the repecMBtatfvc* f a and not subject m the whbm of a gates. We aunt sail tatr Afpe oa free from qsidk strike* i picket Una which other --I AH of > factors not only woke It ck- txcmely for a stopping optaator to pita the amount and character of new too- what tdoUut lo knot in expensive Aip, with --pea to which he tet no wnuusblt rent*nee that there win tie a widest profit cm operation over a long term period to pay dividend* wBekat to jwtfly the investment, or even to operate an a profit faarit at alL Under the direction of the late rmlilmi Roosrvcb, the Matftlme pro- tmdtd to impiemmw to* "bold plan" by developing the dogs and ptons for a limited tureshee of large high-speed passenger linm -- --rmial trade route*. The program a* d*winged wn* lppowil by tb* President and by tb* Navy, ificr which it was presented to the Congress by the Mari time Commhtian. Altsr ascowm tnariugs sWMmfof burin-men and one high rank ing --ml otocar, ha* been hnicHng bearing M which afi toceepted paztk* have bad an affaramtoy to present tfadr views. The Comakm b now in the proem of farmalating I* repast and it is hoped tint the report wB be itiawl la the near future. It to intidparcd that the irrrsniaendadoai riS he o--ftroctive and predicated oo the basic realities of aukxal --aEtity < foe* dp cade. In tha event that the President endorses the Committee* wtxmmhdocs and requests the Coopea to take appropriate action to implement them, the next step k then up to ebe Coegnn. Tbit is where those of you hoe and other group* can and should play an important role. You most first educate youndvo on the necessity for a Merchant Marine. Then, if you axe convinced that the program U sound and in the interest of the nation as a whole, you are in * position to discus* the matter intelligently and forcefully with yoor respective representative* in Congress. What I have aid heretofore has related linnet entirely to the nccemty for an ade quate American Merchant Maxine, as suds, and little mention ha* been made of the Shipbuilding and Ship Repair Industry with which I am aaotiated and which I represent. if Nar*:' , *WT H 1 1 WWS 38 35th National Safety Congress, 1947 The national policy fa bucd oct American flag ship* constructed In Amoican yard*, fwn|pmng llt Shipbuilding I* S* VltU tO the national security at the Merchant Marine. At the present time, however, the Shipbuildiiif branch of the Industry it in rather desperate straits and there is some question as u> whether or not It out survive. Shipbuilding. ** many other heavy in dustries, bad the Government as its only ats- teener dazing the war, but oolite those other heavy industries, opoa completion or on* at the war pisgiim. it awet taro to a domestic nafat, Invtifirri with a heavy bucktog of orders lor in pcamimr products. hfuauommifiycfnM types off lank as a vault of Its owa war pcoduc- doo. and a reiuaancc on the put of either the Shipping Industry or the Covetmaent. its only two potential customers, to inrat in expensive ships under conditions inevitably obtaining alter a war, pnnlcutarfy one of the magnitude of the bat war. The wartime shipyards constructed with government funds and operated for the gov ernment have long since dosed down and either have been liquidated or are now in the proems of liquidation. Bat the prnninrm shipyards which farm the hathhone of the industry fad Im with expanded facul ties-expanded in part at learn by the invest ment of thrir own capital--and little or no burinm in sight. A shipyard is not a amts production in* dowry as we know that term. It does not manufacture a great volume of relatively low unit valor i*""* of the "* design for ale in a widespread market. On Lb* contrary, it manufacture* relatively few Hems, each on a special order boss an catiencly limited mar ket, viz* ships of variant types, ranging In cost from faosonn each far the simplest types of cargo ships op to fMAwnn to fjo,000,000 each far large passenger liners sad 975^00000 or more far a battleship. The shipbuilding famines* is a highly *peeiaiiswl business, employing certain facilities, crafts and personnel opt known in other in dustry. The design of a ship- itself is highly specialized and requires a well rounded and' expert technical stag of broad training, based mi ymn of experience ami continuous prac tice. Tho construction requires highly Spe cialized and skilled craftsmen and wpgvison. as well as properly laid out yards fitfnhhed with necessary facilities.and equipment. If a shipyard is farced to dose down or even radially mmii its operations far bek of work, this skilled personnel Is dimfpited and their talents fast. The ship repair branch of the industry does not immediately fieri the efttn of a cejtion of shipbuilding. As long as ships - tnue in operation, repairs are inquired. a decrease in the volume of shipping ultimately fa reflected In a decrease in the volume of repairs. A ship repair yard like a shipbuilding yard fa a highly gecalmd op eration and cannot afford lorn of its supervisees and **inks far lack of wed. A ramnl question arises as so why tip yards do not turn to some ocher form of industrial activity when there fa a degwesrion In shipbuilding. To a limited they do. They tried it after World War 1, and name of them are trying It in a snail way now. Such operation*, however, cannot be expect ed to achieve satisfactory results. A shipyard fa to be a shipyard and nwkhg efar. It has neither the layout nor tqnlpmrnt to fit into mass production procedure* with which it would lave to compete. It, there fore. Is severely handicapped la any ndi operation. Added to that, fa the fact *-- its wage rate structure fa wibmtfaBy higher than that of other btftvy Inrlnmiri Za the face of that condition, the hfahmtry fajeras now confronted with a prolonged write to fans a ftirther increase fa wages which win rtpult in an even greater ifrpatJty in wa^ rate -structures m compared with other fatdustxiea. Howe the prospect of the fadwtry turning to ocher industrial activities wkhv any'bop* of success fa rtaxfac inflrriT It should not be overlooked thee the dipbuilding industry fa equally vital to (he Navy and to a Icram extent to the Army and the Coast Guard. Navy yards are primarily in tended for maintenance and. fa any evens, do not have the capacity nor the *--w.e. to undertake extensive naval coustnsctkm. Dozing the late war, the Navy relied largely on the industry far both <p ud uatnlmetioa of comhebutt and auxiliary -- ** To recapitulate, it If evident that, to mfeguard the national security and to promote the national welfare and prosperity through farriga trade, we amt hare an adequate and modern Merchant Marinr. Such a Mordant Marine wiQ contribute to the maintenance.of our national prestige at a high level. In sricr to have such a Merchant Marine, Marino Section 39 we must hare a ifaphddbgud ship repair indmtry. That Induiury mst hsw a tanabk continairy at ship draigp ami conwzuctfaa in oeder to reaioralo iudf la a hodthy oorahtioa and thns recam iai snslnbk sad treeplacable Aflfad wrifc. b raw then cnotribote a aotxal age pattern is the Merchant Maxine by producing moilon np so ihsi rftfft of all emrntial types -at regular intervals and at reasonable cost. Hence, If we so plan and coordinate the Decenary merchant ship construction and the oeeeamry naval construction in time of prer* as to create reasonable continuity of produc tion in the shipyards, we wOl bare accom plished many objetfira, direct and' indirect, all of them far a mere fraction of the cost of a war shipbuilding program. ITS. Macchant Maris* and Safety By JOSEPH X. CABSON. JB. CoemiiMkw. United Stntmm Maritim. CamoWaa should like to dfacum not only the ofay problem* confronting Amcrian fcg shippfag as an industry, but also the U. &. Mmfan Marine a* a factor in the mfety and menricy of the United Solo taeSL We are yhrfrf the utmost emphasis open mfety in **>1rTJ**f in order to pnoidc cvndwi with a m^ast marine that wiU be an sfiihn, depend*Me instrument of trade; travel aori dcfcane. W< of the United lams Cora- ntfasfan. together with dm Mm of ifa fa- hash. The shipping failnoy fa complex' international One of the greatest problem* faring this mdmtry today fa the multitudinous fare*, rales and regulations with which every Aneioa onsu gniug raid las to amply. We also have to comply with the mfety rules and regulations of every foreign coun try and port at which oar drips alL These foreign and domenic mfety rules ( regula tion* cover such items an: Scaffolds and stairways. Trunks and t--fr*-- to oms seems. Shaft aUeyc. Udi1n,,y Cargo handling gar. Anchor gear. Electric wiring and Hyfatg And many other rimJbrftcma. Thu endeavor to comply with all of the safety rule* and regulations boa afaaat driren naval architects and drip to the point of mental dsangemenc. beonm if the naval trdilinr doss not latludq snch safety item* in the design of a wad, the mad fa often fined for non-cempliaacc with tire teghtfana. Besides this, the vrwil may be held up at a post for nan maspiiaacii and the foot ia rimme to the ship operator pins port eon may far atari the penalty far noncompliance with the regeteifaue. When I tell yon that it aaO about fiaoo a day to keep a to^ooo ton freight rami ia port, and that this figure may go as high as gitwmo per day far forge pameager vends, you can readily see that any delay In the mflfag schedule wffl seriously la crease the operational cures of any west--hip operator. There have been ares whoe our vessels bare ben held in fareigu posts until certain small safety rarmirerarats hare been accom plished. There apprxn to he no doubt > the tewels of the American Merchant Marine are complying with move safety provisions than vends under any other Sag. Our peace-time vessels hare sure watertight bulkheads, prop erty Spared, foe their length than any other merchant vessels. Our passenger-cargo vstefa are better fireproofed >> any other ranrhant ship* allcar. We bare made an earnest endeavor to comply with all foreign and domestic safety laws, nxlm and regula tions but the ant has been entirely toe high. At souse point thfa const oeae ad wc must get down to sheet economical wrote* if our wmlnnf marine fa to survive. Many of the foreign safety .rules overlap ia that they require the e {retaliation in slightly different locations in order to mmpfy with the regulation of two different 40 .?5f/i Notional Safety Congress, 1947 port*. For instance, in one foreign port two Udder* are required in each hatch, whereas, io another port ooe ladder suit be in the nut the other on a bulkhead. Nor have the safety regulations on our Atlantic, Gulf and Pacific Coasts yet crysullired into ooe firm set of safety rules recognized by all in volved in Important problem. la <959- the Maritime Commlmkm began a study of this matter but World War IX pre cluded its completion. In 1945. the Maritime Cosamiasfoa endeavored to continue this study bat the drastic cuts in oar budget have again precluded its completion. We did, however, in August 1946. complete a tabulation of the foreign and demotic stevedoring safety rules and regulations for many of the principal ports of the world. A copy of this tabulation was forwarded to the National Safety Cpnodl for information. AH of the United Stats Maritime safety laws, rules and regulations were promulgated to protect American pamtugs-is, tiew* and stevedores. White in normal rims about 75 pa cent of our p--mgrr travel has bees in foreign virails and all foreign vessels are loaded and unloaded in American pom by American stevedore*. it is an astounding tact foreign vemefe cannot be compelled in comply with aD of the American safety laws, mis and regulations, even though the for eign nations compel our vessels to comply with iKh. safety regulations. The reason for hi ad state of *' is not attributable to any negligence oa the part of oar governBaal Inpectioa agencies, bat because of treaties which foreign nations have made with tbe United States which predode the en(onnaeoi of oar regulation* 00 their vmth Whatever tbe canse, the effect places oar ves sels at a dtwinrt disadvantage in competition with foreign vessels as It increases tbe com of our voMis. Farther, the lives of American are not adequately protected 00 for eign vessels. There would appear u be an answer to this problem. It Is not an easy way out, but it appears to be the most logical, le is suggewod that tbe Marine Sob-Commiuce of the National Safety Council en deavor to write a safety code of mlnhnnm nitty m**** baaed m tbe recommenda tions of the Accident Prevention Bnsean of the Pacific Coast Marine Associations, fea Francisco, California, and further, that the National Safety Council endeavor to have *h? code accepted for ocean-gring reads by the Maritime industry on tbe Athndc, Gull and Pacific Coasts. When such a code is accepted for all Amarinn ocean-going vessels, the State Department could then be requested to tall an msanational meeting to. endeavor to stamlirdLae these minimum requirements for tbe prin cipal maritime nations and poets thiowghmst tbe world. Ntither tbe Uoiled Mates Government nor the shipping industry will endeavor to evadr any known law, rale or regulation which would aid in any way in the safety of fives or property, but it is felt that more rifetreat safety precautions am be exercised at a siderabie saving In cose if they are sown plbbcd in a more ovdoly rnitmrv dsrangfe- out tbe shipping world. Any discussion of safety as k is whwt 10 shipping.brings to mind the tele of tbe Mcrrfwa u,iin* with regard to the safety of the Nation as a whole, and I would like new to add a few fo>ngfo in that axmeotem. In the lut jo yean the United Vsws tes foegfax two scan to end war. Is is hoped that our second attempt has bees icrrsribl Out of the desperate efforts that the ] of tbe world are now making to cat universal peace through tbe United Ni will come the fulfillment of our hops.' is no denying, however, that ptogrem 1 fhat objective has thru far been tlscuw^- ingty slow. The achievoncnt of a permanent peace de pends upon the willingness of aB aariaas sincerely to strive for that aim. It is wgm that willingness that the future peace cf tfer world depends. v While we thouId, to the extent t4 mm ability, bolster the European rations in new* of our help and get them on their fa* in order that they can finish the job llumstiwi uc nuat not weaken America in achieving that goal. In a world situation like the present h would be pure folly for tbe United States to neglect any single (actor of its national defeme. Ite Merchant Marine is ooe of those factors which, let me emphasise. is net merely an auxiliary to the armed services, but is of itself a oaneomkant pan of our national defenre surname. If we regard the Mcrdmac Mute Kkc tbat-ia Us true tight--we can not faff s appreciate the necessity of miln- Morint Section 41 tabling it a* a primary instrument tor de fense. The reason, 1 bcCeve, many people do not adentand the true role of tbe Merchant Marine in national defeme is that the Meretaat Marine, unlike the Army and Navy, takes off its uniform in rimes of peace. In other words, while the Army and Navy cootiaac to be defense services in appearance as writ as ta feet, the Merchant Marine *wmm a private business In time* of peace. This unique fatore of our merchant shipping ewablhhment has a great practical advan tage. During peacetime tbe Merchant Marine, as a private industry, in tbe main pays its own way. while tbe Army and Navy continue to be financed by tbe Federal Treasury, which is. sf coarse, proper, l have staled that the Merchant Marine pay* its own way in tbe main. Thai k true. However, in many quarters it is believed that mhridks are paid to fmin operator* to lawsrc that a profit is made by them. Noth ing coold be further from tbe-feet. Tbe Meri (test Marine Ad of tgjfi a* amended authortea tbe payment of an operating differential tnMdy when it is found that an American epeoaor maintaining regular tailings over man theretofore found to be resential to she foreign mwimerer of tbe United States as m a mfeaaralal disadvantage with foreign wwfriwn with mpsa to the following; s. Fay asM sabsteence of crew. t covered by insurance, r of vead . Aay other factor whkfa the Commission aforiafiy finds that is peculiar to a pardate trade note. k will, be seca that a subsidy is a stsiiua rendered; namely, regular ore* cwmtial trade routes where Is such that the line in tai'ooin service without Let no one be misled. If r in a strong Merchant Marine, are permit the mbapprehemion to ~ 1 with respect to subsidies. 1 diffovniial subsidies are alio I to order that American purchasers f be permitted to acquire vessels at a cost ganble to that at which they may be *nod is foreign yards. It is necessary areenge private owners Co acquire new ft In aider to keep our fleet modem. Lade of unified internatiooal law* and regu lations are a part of our high construction con* compared with foreign cost*. 1 would like to emphasise ooe more im portant point before I We cannot maintain a Merchant Marine adequate to all purpores. as envisaged In tbe Merchant Ma rine Act of igjf, without a shipbuilding pro gram. The tboomnds of ships we during the war were buUt for war and they served their purpose ta war. They were never de signed or intended to constitute a peacetime, competitive American Merchant Marine. We need fast, modern ships, specially designed for sperial services, in order to stand up to our foreign competitors on tbe trade routes of the world. We especially need passenger ship*--the feat, big ship* that become troop transports in time of war. Right now we have only ooe mch ship under our flag--the SS AMERICA--white other nation* are crowd ing tbe trade routes with luxury passenger linen. While foreign countries are now en gaged in huge shipbuilding programs we are feeing virtual creation of shipbuilding in this coontry by early (948. The Maritime Commission bas a plan for the building of such ships- to balance the American Merchant Marine. I will not bur den you now with tbe detaib of it, but (hat plan has been publicized and it is ready (o go any time Congress provida the money. If we want to keep America strong econom. icatiy, politically and physically in these troubled and uncertain times, we better build np our Merchant Marine. To fait to do so is taking too long a rtew* T summarize this complicated problem of laws, rules and regulation* with which the American shipping industry is faced, there is a definite and urgent need to bring about a coordinated .code for our industry. Then our State Department on call for an inter national meeting and endeavor to make these minimum requirements world-wide. Until this Is accomplished the United States Mer chant Marine will be at a decided dbadvan- Farther I reiterate that the national de fense requires that not a single one of our four great service* be wakened: namely, tbe Army, the Navy, tbe Air Corps, and the Merchant Marine. Each one is an integral part of tbe whole. I also wish to call your attention to tbe (are that subsidies are not paid for the pur-- * qj 42 35th National Safety Congress, 1947 pw of insuring profit to the opcnisn bat ntber to equalize the difference between tbe standards winninri by tbe Aaaiao ship* ping industry and* its foreign conpetitaa Finally, X cannot emphasize too anefly the **--* for the qwtintnuioo of a omtfroctioa program which will develop and main tain a modern, well-balanced Sect. THURSDAY AFTERNOON SESSION October 9. 1947 Shipbuilders Day Presiding: L. R. SANFORD, Executive Vice-Frau. Shipbuilders Council of America Control of Accident Hazards in the Scrapping of Vessel* with Particular Hefersncs to the Demolition of the Normandie By MOBBIS E. LIPSETT Hmfctent. Inc! The store of the ifhminsTTm of the fionacr liner NORMANDIE is important u os inas much as every phase of salety was oaed fat Sooting the raad foam her berth in Brook* fyn. N. Y. to our Yard at Fort Newark. New Jersey. Tim ship was 1,039 "* Ml W> * beam of 117 feet, requiring off foet of draft, and had 57 tec of free board. She was rating ow tbe and in tbe dodc yards at Erie Bain m Brooklyn. It e oeeesmry to move her at high tide, which that week was aboot sfat o'clock ha the morning. A fleet of thirteen tags had been engaged, and we waited far the opportune moment. Finally, when tbe wind was right, the to ld W2S guided through tbe Great KXDs Nar rows; a task requiring intricate maneuvering. After a remarkably short time-only 544 botns--tbe vernd eras tied up and secured afdy at its proem mooring. Four pile dnstm consisting' of nineteen piles were driven m the off-shore tide, so ftwl if the asooring tinea or bollards should break she would be prevented from being set adrift. In the post this precaution has proven to be of the greatest mine So as. At the ti<n* the vessel was purchased, we realised the diBculty that would be cncoun- tered in her dismantling heransr of the pot weight ramHavering over her stern and the large anmont of- ballast put into her hall at the very bow, setting up great Kieaa at the uppci '' ck* near middrip. The ideal dis mantling place would hwvc teen ha a drydodt or graving yard large enough to hold her, but the cmige for such Eatflitks was prohibi tive. Therefore, a plan wm devised whereby we ifiomutU fwr whOe aiO To determine the tremes created in the bull and deckplatcs through the overhang at the iter* and the ballast placed in the bow whet* the vowel bad buoyancy, a Kress yny known as the Whittimorc Strew Gauge, was used. Reading of ten thousandths of an inch were made with this gauge. To fwMfch dm Kitwei already in the vo id, we had to mart to same drastic experi ments. Twice the. side plates were cut down until they were overloaded and cracked. An other time oar strew gauge point was placed on the overloaded shell, and then this por tion of the shell was eat out. After ft was released from the external stresses, this de termined under what weight tbe rat of the tbeJI was loaded. We M aoo stations ce the docks at various points ow the ship so that we would be in (bbiioI of the Krems created. Read ings of them wmortomS were taken twice daily at >-- and these readings gpMrd our dhmantling operations and some-, whit relieved our "meeta! etrae.** A prime factor iw the mle ffiraamRng of the vewcl was the precaution taken in the of burning gases; namely, acetylene Marine Section 43 and escygcn. Throughout the pier, hydraulic Rash-beck arraters were installed, from which baH inch bom ted into the manifolds ou beard the vcsseL Each manifold supplied oxygen and acetylene for four burners, so ihat in the event of a break iu the lines, only four of tbe total of sixty burners would be affected. To maintain and mfeguard the line; a imp constantly supervised and kept all burn ing hose in good and safe condition. A laboring gang of forty men were em ployed to remove the debris and keep tbe vmd m a dean and orderly condition. Par ticular attention was given to having free pontage throughout the veweL All stairways leading to the lower decks were kept free from debris and foreign objects. Eads of two gantry cranes was served by a riggfng gang of ke men and a foreman. The Miami Hwpected the load and boom boating cables every morning before begin ning operations. If they showed the slightest wear, they vue ttyhcoL Also, our slings and chokers were replaced as soon as they showed any weak spots. We had men in our own shop who were wire rope splicers, and our ilingi and chokers woe madeos' tbe premise*. There bas not bora a CaihiT* of any kind in tbe loading and shipping of one thousand tan, nor las a car been rejected by the raO-' read inspector, doe to improper loading. A guard service of six men was employed on C4-hoor duty together with fire apparatus and equipment. When tbe side plates were burned alongside the pier, tbe dock was con stantly based. Became of the alar of the ship, it was im possible to bring it up ou any ways or bach in the proximity of our working operations. Therefore, we had to resort to a few ""Rube Goldberg- contraptions. A bulkhead was built every 90 foot. A hollow ibeetmetai bond was nude to endide the outer sbcO of the ves sel between the two bulkheads, lids sheet- metal strip was then covered with canvas. Burning operations were started from the intide center to the tides, thereby causing a seepage of water instead of a procure Slow. The seepage was pushed aside with an air pleasure fame, keeping the area dry where the acetylene torch wm cutting. We burned to the sides, leaving a sticker of tS iacho.on each side and our darker* were placed dead center. When our pick was made; the Kickers were horned and approximately 60 ton pieces were landed on tbe pier where tbe material was prepared in shipping sue and loaded in gondola can. At present we have dismantled about 900 feet of the vtad in tbe water by tbe method described above; Wc will drive three bents made op of 18 inch columns underneath tbe bow of tbe ship aod move lbe last part 00 the beats at high tide aod complete our dismantling there. To ballast the vessel, several thousand tom of water were pumped into the bow while we were cutting the stern and that process was reversed when we cut tbe bow, pumping the water out as necessary. In coadurioo 1 want to say that experi ence bas taught us that accidents are due to tbe following; 1--35 per cent to faulty equipment. *--*5 per cent poor snpervisfea. 9--*5 per cent to inexperienced help, etc 4-15 per cat unavoidable. AH of our operations are handled in keep ing with tbe lemons we have "the hard way." Our equipment, pneumatic tools, line block and fails, steel cable; etc are kept in good condition so that oo accident or injuria to our employees tan happen from this cause. One' of tbe hazards encountered in our bust- not is tbe fumes crated by banting painted steeL Faint contains a large amount of lad, the fumes of which cause lead poisoning. A great deal of research bas been done by our organization in order to find a remedy for this problem which insurmountable In oar early days of-opcxatloo. Since then we hare used air-line respirators, giving otar men a pint of milk twice a day. one pint at ten o'clock in the morning and one pint at three o'clock in tbe afternoon, to buQd up calcium, thereby creating a re sistance to lead poisoning. Further, a med icine which we call a "Pink Lady- ts given the men when necessary. Every effort is made to be good housekeep ers 00 our contracts; that, fa, keeping tbe sites clean, inspecting cable lines; hose; covering boles, valves and stairway*. 'This always pays dividends. The Insurance carrier naturally Is very much interested in a safety program to re duce the injuries of employers, but we have found that occatiocagy hardships, are placed upon ns by them through their own tnex- 44 35th National Safety Congress, 1947 pencnced personnel. In most aits the co operation between ourselves and the carriers Is too per cent, but occasionally we run into an arbitrary fellow. If we cannot convince him that he is wrong, we shot down our op erations until an understanding Is reached as to method, because we have fad some tad experiences in the pest. As an illustration, one carrier insisted that each burner should be tied with a life line to a member oF a steel structure. A. fellow worker, not bring alert, and forgetting about the life line, burned this member loose, which caused the other fellow to tall and be seriously injured. In another instance, the carrier indited that life preservers be worn. A life preserver caught fixe; causing serious bums to the eta* ptoyec"* body. Control of Acddant Hazards in Ship Repair Work with Particular Reference to Asphyxiation, Fire, and Explosions By L a YATES Director of Safety. Alabama Drydock and Shipbuilding Company Effective accident control on be accom plished if the problem Is recognised at the proper time and the necessary technique applied. Safety engineer* in ship repair work hare varying conditions to compete with, due to the different type ships that come in for re pairs, and the variation of individual prob lems dealt with. Therefore, it Is imperative that the most effective control methods be applied in order to prevent accidents. It is aio important that the safety engineer have previous ship repair or marine experi ence, and be a man of more versatile nature. In ordm to effectuate aoadem control, there ate several things necessary or at torn that would be of great help in the program. Namely, management's receptive atriradr. supervisory training (especially in acrident prevention), and soluble locality or layout of yard, with wldcnt space facilities and equipment, oc Thee ate ot major impor tant* ud lave to do in a great wap with the mooes of the program. Accident control in ship repair plants mi tered a slight relapse at the dm ef World War II, doc to the sodden "la down" in operations, or in the change over from war to that of peace. This sodden "fat down" was one which no noe in particular could possibly hate prevented, bat there wet* tome i hinge that could hate been done tint would have helped tremendously In keeping the accident prmendou program in full fora. In particular we mendoo--during the war our slogan was--"Conserve Manpower for Warpower," which did appeal u>.all of us in doing our bit, but we pootbly !a some in stances did neglect to mbMtote that slogan for an all time slogan of, "Prevent losses and ptkserre the peace." The safety engineer is the designated pc- sott to locate these coses due to aeddeots, and effectively present them to- management in order to gala effective uutuiuL Had an safety engineers grasped this one very important solution and applied it prop* erly, there would doc haw been, as likely, any "fog of confoafoo" to come out of, with reference to accident control iamBudy fol lowing the dose of the war. It is very easy to my, "Save com--psevent km." "safety pays dfridndt." etc but actu ally. who is going to do the yob? The mflery engineer, became it is Ms mpnsmhBBty. How? By sfmply asid tfcaiuly bringing horn darknew info tight the one thing thm is of interesc to all iutfuiialhts. "Cost" Aakcat control is sm m productive sched ule designed to make money alone, bat one which can be "geared up" to save money for the production program, zn otdo' m bring about luremfol opsadoo. To effectively start methods of accident control through the presentation of inridmr cost, the safety busk be --difav wkl operations of all crafts, and nsnt constantly be in drcnlatloa through every department in the plant, over and into every section and comportment aboard dtipu He most "mb sboaIdas" with the craftsmen in order to understand their problems, methods of doing the Job, and above all to gala tbrir confidence and reaped. Marine Section 45 The actual picture of the job, or even the accident, positively be gotten from a drawing or print, from the foreman's report, or from the Got aid report. can it be gotten through sanation on the post of echos. The safety cHgimai most get the information fine hand, in otds to know or do anything about it. The presence of the safety engineer in the "belly of a ship" is better than any other method in goring the knew ham and con fidence that is so very necessary in putting over the most effective control of accidents. Yes, it Is sriB a idling job. Everyone 1ms n be add from the ptmidait to tbit porter, and especially the supervisor or foreman oft the job. When the supervisor is sold and he definitely knows that you arc trying to help btm lower cost on his job, be wiQ then be rilling to bdp yon, by helping himself in the prevention of whitm You cant kU a boilermaker and a burfiiwie on the same ^m< by token applied tcduiiqoc in the control of Modems is different. This is where job anal ysis comet into the picture and the safety engineer mine be capable of digging up the tsm, and presenting than effectively in order to gain the objective. We hove certain basic principles set up arc obliged to foOow them, but they do not always apply to (he specific job or place, due to vsryfog dmrntic conditions, locality, type cf ships. wuskiig conditions, *r- The con trol mdmbgoe mme in a great way be ap plet aemedfog so these outstanding condi- b is mid Am the mpcTrisoc or foreman is the *Vj mow" fa any iadcstrial accident {aovafa yzapazz. Thk fat Is acceptable, hcEMar span k ff* Ship Repair Safety Progam it vary dapendent, tod without this "hey mss'" ff> SMtnl of accidents cannot f he r in ftp ropair work three hazards g and require considerable m nmiul These hazards . fee and explosions, right wefl be termed the " haemne nor victims tell evident ontil it is often too : the word asphyxia Of ra tioned by suspension or interruption of res piration." Due to the many spam aboard ship where it is possible for this hazard to exist, it is very necessary that we gain control at this situation by strict or parilive mxm The danger due to toxic gases or vapors is much easier detected compared to where there is a deficiency of oxygen, due to com partments having been dewed for long pe riods. The sense of smell very often workmen that there axe gases or vapors pres ent. and that they should ust *"> that space, but that by no means u any method of con trolling the hazard. The "* of control will have to come from a higher source or from betto* {.named thaw the '`slip shod*' or "erase to luck" way of doing it. Fine 00 the list of control methods h company policy. If the firm or management intends tint this hazard be controlled, it will be so done by adoption of strict policies re garding mme. Secondly, and we say the most Important, Is supervision from thow- em ployed ia that capacity directly 00 the job. Without the supervisor or foreman's assist ance ia spring company polidcs carried out, the cause is definitely lose. Third i the lift of control measures, we offs' safety and first aid training to all em ployees, and 0 particular the foreman. This training serves as a reminder to them, as to the dangers of the hazard, and teaches respect for k. Any employee who fas had first aid training is definitely more safety amadous and a better fitted The forceful addition of the "human dement angle" into* the job instruction -training, usually results in a careful operation. Teach the anploycc the types and cues of safety protective equip, cneot, and you awaken tus of rmponsi- bUity. as far as this hazard is concerned. There are rrrtafn other control nwh~t that are necessary, such as the inspection and testing of the area before work starts, place ment of warning signs, installation of resma tron, necessary work restrictioov but these are of no value unless the policy, super- vision, and training are brought to head the list of control methods. Some ship repair safety engineers may think that ventilation ia the answer to this problem: although it it very necessary, it is not altogether the answer by any r^inr. If there is a definite established policy, strict oa-lhe-job supervision, with su&jent 48 35th National Safety Congress, 1947 important U> ixKCZt boltl In Och aJlDS, iO that wfaffi all rivets are reamed, the plate will hang oa there bolts. When this is don* these hwlt arc burned o8 and plate Calls Into drydock. Three or dour is'xra* wooden blocks as wide as the plate should first be phmi directly below. This will prevent dam* age to the dock Boor and prevent plates from fatting oa employees* feet or legs. Bolts, rivets, tools, etc are liable to fall from stagings and umbers of employees have been injured in this manner. Control this hazard by wearing safety hats. Daring very cold weather employees oa the outsttc Jobs wear amsaderabte more clothes than umal with the result they cannot move around as beefy. Alt ladders should be so at an angle which them easier to dtmb. Snow and ice should be kept off all ladders and stairs. All rivettos, drillers, drippers and reamers must wear safety goggles. This will eliminate most of the eye cases which make up the majority of shipyard accidents. No work of any kind should be started in the fnf* of an old tanker until all tanks have been tested and certified free from gases. The hazards 1 have named are well known to all shipyard personnel and 1 believe the TV+hTM** of control are pwne as described. The bulk of the repair work on the Crest is accomplished during the winter mootbs, foe and mow make a continual hnud. The problems of hazard control arc some what in new construction as in ship repair, ao that both deportments of ship h--M*-g should be on Use alert to eliminate Safety shook) be firw. Good work men are bard to get. In ^*wt*g I wish to draw your attention to a Unle book that was given to each employee wfsen hired at the Delta Shipbuilding Com pany in New Orleans, during World War II. This book bad a great effect on all the work ers and woo poise from. U. S. Maritime Commission and War Production Board. It is my opinion that a similar book ifeoold be flwji to aQ employees describing standard safety rales to be observed in the plant wboteia they are -employed. 35TH tj%tn6tc/ikm& NATIONAL SAFETY CONGRESS VOLUME XIV MEAT PACKIH6, TANNINS & LEATHER INDUSTRIES SECTION f .. r NATIONAL SAFETY COUNCIL, INC. m~N 20 NO. WACKER DRIVE CHICA60 6, ILL. xnc1 sg, Foreword r | 'HE Transactions o die 35th National Safety Congress and Exposition of die National Safety Council are pub lished in 29 volumes. Volume I includes the Animal Meeting, Banquet, Women's Activities, Index to all volumes and List of Exhibitors. Volume II contains die ASSE Session and the Industrial Subject Sessions. Volume XXIX contains the Early Morning Sessions, "Psychology <m Can Use." Each of the other volumes is devoted to the sessions of a single section or division of the Council. The transactions are a record of the proceedings of the Congress, condensed and edited for reference purposes. The complete original manuscripts, many of which contain charts and illustrations which could not be reproduced here, are available in the hies of the National Safety Council. The National Safety Council seeks to eliminate from dis cussion matters not pertinent to the aims of the Council. However, it cannot accept responsibility for the views ex pressed at the Congress or in this record. It is expected that the new format of these Transactions will permit wider and more effective use of the material re lating to various fields of safety. At the same time, the whole set provides a complete and indexed reference work on all phases of accident prevention. THE NATIONAL SAFETY COUNCIL SO North Wacksr Ddn Chicago 1UL nilTDIX O. *.*. 3 35th National Safety Congress Transactions ns* VoL Ammai Mseflng. Banquet WocMa'f AifliMss, it% nil VfllmBM A KiMJllW.................................. I Jtmdeaa Socloty d Sofaty Eiiatinw and S--loos, 2 Aircraft Manufacturing Sscfloa........................... 3 Air Transport Sscfloa............................................................................4 Antomottn and Maehtos Shop StcBoa....................................... $ *Tipw",n - ..................... I Chaeniccd Section................................. 7 Coal Mining Ssctton........................ Cosnmarekd Vebldt Portion......................... t 3 Cocatracflon Sscflon ..................................... ...IQ Food Sictfoo.................................... 11 Industrial Nursing Portion.................................................................. 13 Mrn*n StCfiOD.................................... 13 Meat Fading, Tanning and Tmaihsr hdnstri-- Sscfloa............14 Msleds Sscfloa ..................................... ......15 Mining Sscflon .............. 15 Papsr and Palp Portion..................... 17 PstTnlsiiin Socflon .................................................................................13 Power Prooo Portion............................................. 13 Public USBfis* Sscflon........................................................................30 BaQroad Socflon.................................... 31 Rubbsr SsrtVei . ......... ToadOo Socflon .................... .....33 29 Traffic Soefiaa .......................................................................................24 Wood Products Socflon.................................................. 35 FaaSaMr....................................... ........................ ~.....35 Homo Safety................................ 37 School and CaOsgs Sssrtrms........................... .33 Psychology Ton Can Uso (Early Morning Sariau)................33 PRICES OF EXTRA COPIES OF mDEVBXML VOLUMES VOLUUl SIZE to Mraums , / topcopia to to 99 copier too to999 coffer taeoormore Lem than *4 pages--f joca. *4 to 4$ page*TM *5'* 49 to gS pgw-- rarer 96 psgta-- -35 " 40 " | .15 ti JO " -9> ** 45' " f JJ (L Jo ' -9 ~ 4$ " $ .15 ct " * .30 45 Complete act of Transaction* (*9 volume*)--S500 NON-UEUBU price* iff double member price*. Meat Packing, Tanning & Leather Industries Section Executtvo Commit!** 1947*1948 General Chairman--D. R. BLENIS, Otatr Mayer Ic Co, Madison, WI*. ria-CAe/rwwn--HENRY TEFFT. American Meat Institute. Chicago, I1L Secretory-R. A. HARSCHNEX. Swift k Co., Chimgo. lit Co-Editor News loiter--MARTIN CERNETISCH, John Morrell Sc Co., Ottumwa, Iowa Engineering Committee for Meal Packing-Chairman: ARTHUR. SCHMUHL. Wilson fc Co, Chicago, HI. Engineering Committee for Tanning ir Leather Manufacturing--Chairman; FRED OTTINC, Western Leather Co, Milwaukee; WI*. Vice-Chairman: MILLER Y. HUNTER. General Shoe Corporation. Nathalie, Torn. Secretary: W. H. LOVELL, Chicago Rawhide Mfg. Co, Chicago. IU. Potter Committee for Meat Packing--Chairman: JOSEPH POCHOP, John Morrell k Co, Sioux Falls, S. D. Vice-Chairman: R. L. TERRY. Oscar Mayer Ic Co, Chicago. 111. Secretary: CHARLES L BROWN, Kingan It Co, Indianapolis, Ind. Potter.Committee for Tanning & Leather Manufacturing--Chairman: C. R. BROMAN. Eagle. Ottawa leather Co, Grand Haven. Mich. Health Direcior-DR. SAMUEL GAKJUCC. P. Brennan Fading Co, Chicago, HI. Program and Adoiaory Committee--T. L. LUMPP, Armour Leatba- Co, Chicago, 111. Staff Representative--HAROLD E, DATO, National Safety Council, Chicago, 111. i SB **?f 35th National Softly Congress, 1947 MONDAY AFTERNOON SESSION October 6, -1947 Presiding: D. R. BtN!S, Safety DtrcOM, Oicw Mayer It Company Safety and labor Management Halations By R. C. WINKLER Director of Indattrial Relation*, Wileon and Company Jobs as be performed three way*--the wrong way the right way. and the safe way. Naturally, we arc all interested in a com* biaaikm of the Utter two. How on this be accomplished? Let's take, for example, the new employee on the job. Ob bis first day don't let him figure the job out by the easily trial and error method. Show him bow to work right and safely at the same time. Are you personally going to show each new cm* ployee bow to-perform his job? One safety director can not be in severs] different do partments at the same time, showing new employees correct, safe working methods, nor can you be expected to know the <<***n of all the different plant jobs. Who then it to handle this all important phase of getting new anployecs started on the right foot? The answer is obvious--your department foreman or supervisor--the person the employees look to for leadership on the job. He must shoulder the full responsibility for this phase of cm* pioyee training. To be respected as a leader, the foreman must know bow to perform the job of each employee in his Management of a plant cannot legislate or force safety on the productive works. The human being instinctively resists any force that be does not understand. Safety is no ex ception. If the accident prevention goal is to be reached, it must be done throUgh under standing and receptive channels of the hu man being involved. First, the employee aw understand the problem. If he or she under stands the problem, the reception is ape to be more favorable. Tbe foreman must ex plain the situation fully. If the employee performs the job safely, as well as correctly, after be fully understands the reasons for doing the job oorTealy, the safety id4a has been sold. Who was the job salesman?--the foreman. Sell safety, don't try to legislate it. Here are some of the ways that the fore man cm sell, safety. t. Learn to call the employee by bis first name or nickname if be hat one--get ckae to the employee and have hk confidence. . Always speak to him. or recognize him by a nod. or scene ocher gesture; un ion to do an would his atten tion bom his work. 3- Occasionally engage him in conversa tion about a subject matter other than bt work or safety; for cample, his bobby, etc. 4. Compliment him when be does a good job. $ Tty hard to see things from his point ot view, or veil turn on yours. 6. Tike time to listen to his suggestions, no matter bow poor they may be. This will stimulate his thinking about safety. Cive him tbe reasons as to why his suggestions will not work. 7- Only make promises you know you can keep. , 8- Let his fellow workers know sshmt be has made a good suggestion. This sriH give him rernguitwo and confidence in * bis ability to think and act nldy. 9. If he makes a nisike, pohBritfng tbr fact ftmber only nua down ka al ready injured ego. 10.. Develop a genuine income in each employee. Adopt tbe old saying "Treat your workers at you would like to be treated." An effective safety or aeddent pmroitlon program cannot be turned on and off like a faucet. It must receive daily follow through, as a part of the job. It is the foramen** re sponsibility to double check each employee working in his dqunnau. How an all of the aforementioned items be accomplished by your foreman? He, tf--x must be receptive and open pdp'tH on the subject. This is where higher management must be tbe salesman. Higher u--iwinmt can sell tbe department supervisor through tu tat Packing, Tanning <5* Leather Industries Section 7 the medium of a foremen'* training program. This training program should be well planned in advance and all phases of the company's program policy on acridoit prevention fully explained. Aeddent frequency, severity, oasts, etc, must be thoroughly explained to tbe foreman knows and appreciates tbe impor tance of aeddent prevention. Once again, if the foreman absorbs the con tents of the training program and came* tbe safety message to his worker*, then manage ment has sold the foreman. In other words, safety is a selling job bom top managanent all the way down the line. To be successful, a safety program must have too manaaement backing. jut bow do v propose to stimulate the thinking of supervision along the lioo of aeddent prevention? The advene effect of ibk question can often be the barrier that will throw as entire program of aeddent prevention into tbe realm of a wasted train ing program. Place yourself in the parilion of the line foreman. Can you booeatly my that you would ore to spend even 00c hour a week listening to woe ooe <a train ing supervisor or safety director) expound dry statistics, base aeddent prevention the ories, or analyze your plant accident record? AU of this would be just so much wasted energy oa tbe pert of whoever migbt be con ducting the meetings, and one might very well say it k wasted production part of tbe attending supervisors. on the We; who are engaged in safety work, well know that we mud make these basic pramadon on aeddent pcereotioc intermting if we desire to aid supervisors in attaining car ultimate goal--elimination of accident*. Rezncmber, it k not necessarily what you present, but bow yon pramt it, that either develop* or destroys tbe uuereit in what you are attempting to pat scram. Once wc arouse the interest of tbe super- more, the problem then ts. bow do we main tain the interest of tbe foreman. In the re cent war years, you probably had some ex perience with the JJ.T. type course. The succern of thk type of presentation has been phenomenal: primarily, became it involves actual demonstration as well as participation on the port of the supervisor. They say a pic- ture conveys an idea much better than a thousand words. Exposure and development of any pbysicri demonstration presents a challenge to each and every supervisor as he individually volunteers to demorotate or break down a specific job. Supervisors are Klcacd for their manifold abilities to get facts, analyze situation and solve problems. Therefore, the "J" type course is a natural. Tbe "Safety Steps'* cards are elemental toots for any supervisor. These small cards summarize basic ideas in safety. They differ slightly in color and wording from time to tim<v but they give the safety conscious su pervisor took with which to aid in the ac cident prevention program. I ara sure you will find that due to this type of training you will have a better equipped supervisory force to do tbe job. Frequency and severity rates win tumble, and accidents will slowly but surely dwindle to tbe point where acci dents will truly become a rarity. A program based on "Safety Steps" is not going to bear fruit the day after this system is installed because it will take a little time for reaction to set in all tbe way down tbe line to the production workers. "Safety Steps" present a positive approach 10 any problem of aeddent prevention. It is only through a positive approach to any problem that worthwhile result* follow. Our first,,line of human relations contact with the worker is through his immediate foreman in whose department problems orig inate. Therefore, if we equip the individual supervisor before hand with positive steps be cut take to eliminate some of the things that aggravate his worker*, cause them to be come irritable and thereby make them aed dent prone, we have made tremendous strides in improving our relationship with our fellow workers. Any steps taken by the employer in improving working conditions, providing safe, well guarded equipment, making the job lea strenuous, improving lighting, eic, ate appreciated by the Individual employee. As we have mentioned before, people are hu man and am* inclination toward making their place of employment a better place in which to work is a step toward a closer rela tionship between employees and the man agement. TTHTrrm 3Si 8 35th National Safety Congress, 1947 TUESDAY AFTERNOON SESSION Octobr 7, 1947 Presiding; HUBERT L. CLOVER, Safety Director, International Shoe Company Accident Records and Analysis in the Meat Packing. Tanning and Leather Industries (Panel Discussion) Discussion Lcader--Himar L. Ciovn, Safety Direaor, International Shoe Co. Participants: R. A. Hauoikek, Safety Dir, Swift St Co. F, L. Luurr, insurance Mgr., Armour Leather Co. H. B. Oumn, Supvr. Accident Prevention Service, Wstlnjhauw Electric Cocp. Gene MrLux, Senior Statistician, Statistical Dir- National Safety Coundl MR. GENE MILLER: This afternoon we intend to rihoni certain problem* and ques tions regarding noddent reporting. A good question to start on, and one which is being handled far from uniformly concerns the definition of a lost time accident. Ia this con nection I am thinking particularly f the time element involved. How long must u injured employee be away from bis job be fore the injury is determined as reportable? Mr. Duifus will give us tbe ruling of the American Standards Association on this ques tion. MR. DUCTUS: In answering these ques tions that come up I will give you tbe inter pretation at we see it within the American Standards Association code, adopted October ii, 1945.1 am going to leave it to Mr. Ltfmpp and Mr. Harsdhnek to give you tbe interpre tations as far as they refer to your practice. The old code (before 1945) stated that an in jured person had to be able to return to work at the start of the nht calendar day. Tbe new code states that he must be able to return to work on tbe nett calendar day before the end of the time interval corresponding to his regu lar shift. For example, suppose an employee starts work at 8:00 A3C. and is scheduled to quit at 5:00 PJi. He an injury at uoo FM. If he is able to return to work the next calendar day (even at coo FR.) to his own job or to a regularly established job within the plant, then tbe injury t not clas sified as a lost time injury. MR. HARRY E. GAVEY (Division Supc, Swift fc Con Chicago): If it were two o'ckxk in tbe afternoon and be only works until five, why would he want to oosc to work? Chances are be would wait until tbe next morning before he amt bade. MR. DUCTUS: Tbe code doe not permit a choice by tbe injured person. If tbe pbysi. dan authorised by tbe company to treat the injury declares that the man is able to work within tbe time limit I have mentioned, tbe injury is not dataBed as lest time. Let me give yon some of tbe reasons that led to the establishment of this qaon. I think the best tHtmmion is that within our own corpora tion. We have plants ranging from >5,000 employees, with complete medical stalls, in. duding eye dogma, x-ray qwdillHs, and so on, Co small units of >5 employees, with no medical staffs. We found that a plant with a well-staffed medial department has very few one day lost time accidents as employees are induced to stay in tbe plant and be treated before going home-say for a badly lacerated finger --and come in before work tbe next morning and receive the suae treatment. In a unit of >5 employees which has a doctor ooly oa all. probably two or three mite* away from tbe unit, a person with tbe same accident would go out to the doctor at one o'clock in tbe afternoon, sit in the doctor's ofiice for half an boor to await his turn for treatment. Then it would be too Sate to return to work so be Would stay boom. Tbe doctor would In all ffltwfiffttuwmfw aay. "Before you rtfure to work I want you to stop in at tbe cfece to morrow morning and l will trot it**--pro bably nine o'clock Is the morning. Tbe czuployee is supposed to start work at eight. After sitting (here a white; tbe fcDew gets through with the doctor at aloeor tea o'clock .and then comes in. to work. The difference betwean thoae two macs is that tbe complete medical stag ia the large plant permitted the iefknr to get aO his Meat Packing, Tanning & Leather Industries Section 9 treatment without lost time, while tbe other plant was penalised by the feet that the worker did not return anti] ten o'clock the next day, after having merited the same treatment. So in feline* Co tbe wall unit He put io this dinar. and we bare found In many cases that the person will return at two odcck because tbe treatment has been fin ished. He wants to get those few extra dollars, became very few states pay compensation for ibe first dayY disability. MR. GAVEY: Suppose that tbe worker did come in at two in tbe afternoon and went to tbe dodori office for medical treatment. Alter receiving treatment it was too late to go bade to his department. What would the code say] MUDUTFUJ: The code says that be must be able to ^vxum 10. and perform bis regu larly established job within those hour*. If tbe doctor dedans him unable to work, the acadent Is dasified as a foet time case. MR. HARSCHNEK: I would like to bring out very dearly the point, that whether this man returns to work or not depends on the doctor's diagnosis. His diagnosis is tbe govern ing factor as to whether or not yon count or do not count an accident. MR. DUCTUS: Nofeonly must tbe sum. In the doctor's opinion, be able to return to a regular job, but that job must be open and available to him. If be it unable to work at bis own job and no other regularly established job is available for him. be bas not returned to weak in spite of tbe doctor's opinion. In some controversial cases where the man negfocts to return to work or refuse* to re turn to a job that may be open and available to him. then we give that medical opinion M opportunity co take effect so that we don't penelire a company because of a man's neg lect,or refusal to cooperate. MR. MILLER: If an injury occurs 00 Fri day and the man can return to work on Mon day, which is the next time be is scheduled to work, k that cose reportable, and under what dreumstiares would such a care not be re portable? ML DUCTUS: Tbe feet that be sms injtued on Friday Is simply a wnttrr of chance, so in aria to have a correct measure of dis abling accidents and tbe number of days lost, it is important that we nte calendar days and measure accordingly. In this psjtksbr cue we ask the pbyridan who attends the injured employee whether tbe employee could bare murned to wotk some time during ha next regular shift, assuming that he would work Saturday and Sunday? Unless you do this, you get a distorted picture. In many c*jc* we plot injuries by days of the week. To take an example, a worker is injured on Friday afternoon. He goes to the doctor Friday and again ota Saturday. Tbe doctor treats him and the fellow goes about his normal work, and in tbe doctor's opinion there is no reason why that person couldn't hare returned to work some time that Satur day, if it had been his regular working day. We would not count that as a lost time acci dent. Taking tbe other extreme, a worker goes to the physidan on Saturday morning with a bad laceration or a fracture in order to have it reduced. The doctor places him in the hospital on Saturday morning, and he is re leased some time on Sunday. Unquestionably, this man could not have returned to his regular job on Saturday. Even if he returns u> wort; on Mobday morning, be would still have a lost time accident of two days dis ability, ML LUMPP: Are you talking of reportable injuria so tar as National Safety Council records are concerned or according to com pliance with state laws at various places? MR. DUCTUS: 1 am talking of reportable injuries only as they are defined by the Amer ican Standards Association. The interpreta tions of state and federal laws vary as much as night and day both in their measurement of time and in their compensation payments. Moreover, 1 should like to my that we are ooly members of tbe ASA, as others are, and those of you who d& not have a <py of the ASA code can readily get one. They cost only 35 cents, and are available from the Ameri can Standards Association whose address is 70 fag 45th Street, New York ay. MR. MILLER: I would just like to mention regarding this particular standard for re porting injuries, that it is necessary in any accident prevention work to know what your record is and how it compare* with other planes. Every plant reporting ia accordance with the standard method will be able to compare its record with that of other piano reposting la tbe same manner. If your plant has a rate of 15 for example and some other plant has a rate of to, you know that thee two rate are bring determined oa the same basis and that the rate of 15 actually does 10 35th National Safety Congress, 1947 represent a better rate than to. If you know that the me of the meat packing industry, for example, is around 35. and the rate of another industry is m, you can tell from these rates that accidents occur mare fre quently, on an average, in the meat packing industry than in the industry with a me erf 20, assuming that all injuria are reported on this same comparable basis. Now, if any plants want to keep other rec ords for their own use--perhaps they want to keep records of first aid cases--that's per fectly all right. But in reporting injuria for rata that will be used for comparative purposes, injuria should be repotted in ac cordance with the standard method. MR. DUFFUS: Don't forget the National Safety Council's Safe Practices Pamphlet No. at is an excellent interpretation of the ASA code on accident reporting and in addition, <zmUuns a lot of useful information on analysis techniques. MIL LUMPP: Safe Practices Pamphlet No. it can be used in place of the American Standard code. `Ihe pamphiq amplifia and explains the code. CHAIRMAN CLOVER; Then the Ameri can Standards Amdation sets the standards on what h and what is not an accident, rather than the National Safety Council. MR. DUFFUS: All Amoican Standards Association coda are sponsored. The ASA doesn't Initiate anything; they are rajuated by some interested body to set up a standard. In this particular case the sponsors are the National Safety Coand3 and the IAIABC-- the International Association of Industrial Accident Boards and Gotuxusioas. MR- Mil,T.Pit; If there are no othe qoes. tiona on trim is a reportable injury, let us discuss me partiratar type of Injury--the hernia. When is a hernia a reportable Injury, and bow many days should be charged to this type of injury? MR. DUFFUS: Hernia has always been a controversial injury in safety work. Should it be called a lose time accident because we know it to be generally -an aggravation of a pre-existing condition or is it something inherent in a povn over which industry has no control? I will quote from the code, paragraph ix "Hernia shall be considered an industrial in jury only if It is precipitated by sudden ef- fort or severe strain and mens all of the foUowing conditions: " (a) There is a dev history of as accident. " (b) There was actual pain in the hernial region at the time of the accident. ** (c) The Immediate pin was so acute that the injured employee was forced to Mop work until this pain subsided.** The standard is a compromise, bat it does offer something tangible with which to work. MR. LUMPP: Where a concern does not have a pre-employment "wdimi inspection, and a man coma to work with a beretla con dition which develops and suddenly causes trouble it may present a dieimtt problem. MR. DUFFUS: We try to safeguard against that by stating, there mot be' a dear history of an accident. There has to be an rrid*w^ or an Incident that aggravates the pre-exist* mg condition in order to make it reportable. MR. LUMPP: That dean up asf question. MR. MILLER: How much nc should be charged to a hernia? MR. DUFFUS: When you have a hernia, there are three steps that can then be taken immediately in collecting the condition. The worker may deride to have it repaired scr. gtcaliy, be may deride to me the injection method for having it reduced.* or maybe he k jo or. 55, and doesn't want so have an opoation. so he derides to wear a trass. There is no lost time is the last two ram there is lost time in the first nrr hot three is ezaoly the pm* degree of Injury. So we decided the bar thing to do was to ass up a 90-day charge tar all bernia cases, irvapactiveof the method of repair or the time tore. When the person involved goes to a hospital and has the bernia reduced surgically. b in the hospital, my. rix weeks, and returns to work in 4* days, we charge 50 days. The average is somewhere between six and eight weeks, and we me ippmuaudy a men week period. That would begodays tonposary local disability, became the panen letuius to work at the end of his recuperation period. The person who meases the -- treat ment doesn't lose any time from week as be has the treatments fas the cmhg. Here, coo, 50 days temporary tool iRssbiflt; are charged to get a measure of the iirlnmnrM at the case. - For the person who is too old lor an op eration or has bad a rccuimjt brenia and in (he doctor*i opinion any farther redaction would have little nine beams k would tar Meat Packing, Tanning & Leather Industries Section 11 open again, we have a permanent partial disability of 50 days. He wean a truss. He has a permanent disability of a partial nature as long as be lives. ft isn't very serious, but we feel there has to be a measure, so we daoify that as 50 days permanent partial dis ability. We use the same measure, independ ent of the type of treatment given for the rase. MR. T. L. CLARENDON (Insurance Manago, U. S. Leather Company, New York City): What happens if a man is really out (or 80 days, with complications? MIL DUFFUS; In compensation for that we have the fellow who doesn't lose any time, so it balances out. People don't agree with onpnwnK. but we are looking for compar ability. We have many fellows who lose only three weeks with a hernia. CHAIRMAN CLOVER: If be loses ai days it Is charged as 50? UR. DUFFUS; Yet. MR. WILSON: Wben'do you start charg ing the number of days? MR. DUTFUS: Fifty days are charged when the hernia occurs. UR. A. M. BALTEER (NSC Staff): I won der if yon would answer two questions re garding compensation that Is paid on a hernia case. First, what effect, if airy, doa a Com* Board ruling have on the designa tion of a hernia, and second, doa a Com pel--tion Board ruling have any effect upon the amount of disability charged? MIL DUTFUS; As I mentioned before ratings by the Workmen's Compensation riwirivs in the several stata* are just at broad and as variable as night and day. This, of course, makes it very difficult for any comparability oca the extent of disability. So hi October, 1943, the ASA code was dnsgd It now says this; "The standard methods established by this code are independent of sate and federal requirements for reporting injuria for pur- poms of workmen's compensation and of rul ings as to disability by Workmen's Com pensation agencies.** It --"> in some casa keeping additional records. We do it by keeping complete rec ords of oar compensation cases under om compensation records. We can't use these records for comparing the experience of a plant we have la Pennsylvania with a plant we have in Bloomfield, New Jersey, but for internal plant purposes we can use the Work men's Compensation figures. For comparabil ity nationally, we use the American Standards Association Code. Regarding the worker who lost So days because of his disability, we would charge 90 days according to the ASA code, but on bis experience aud would be shown 80 days loot, and his compensation payments would be based on So days. The person who didn't lose any lime from work would be paid no compensation beause of the injury. If a truss were needed, the cost of this would be paid, and in the case of tbe injection treatments, the medical bilb would be paid. But we would still show 50 days charged against that particular care MX. KAKSCHNEE: You are comparing one state with a stria compensation board tilth another state where the compensation board is lenient. Do you make comparisons on a frequency rate basis between plants in those two states? Do you have two sets ot frequency rare* and severity rates, or do you jot use tbe code established by the A5A as the fauns of frequency rata? MR. DUTFUS: The only frequency rate we use in the corporation, and the only severity rate b that determined ui accordance with ASA reporting. In comparing compensation board ruling? we use only costs and number of * In our particular case we happen to be setf-insured, and when we set up our ant per hundred dollars payroll, we are able to learn the cost pet hundred dollars payroll for tbe respective states, and we can then com pare these ants. The frequency on work, mas's compensation basis is essential, be cause that's part of our business within that particular state and shows us the desirability of our operating within that state. But for frequency and severity rating we go only by the code, and I think it is weU to do that, because the majority of the or ganizations who use the code follow that same practice. Through the meaning of the code as we have set it up, we found that we get greater comparability with this code than we ever hope to get through tfie compensation pay ments or days awarded by compensation, be cause without question, stata are becoming more and more liberal in their payments for compensation. While our compensation experience oust per hundred dollars payroll has varied in our particular corporation, fluctuating somewhere I ? y 12 35th National Safety Congress, 1947 between *5 cents to ji ants per hundred dollars payroll, we find we are still holding a pretty good level, but that Is because our frequency and severity rate is showing a HkAvt drop. In other words, in a ten year experience we have dropped our frequency and severity approximately so per cent, while oar workmen's compensation has stayed normal Ba sically, there is a greater spread now between ihnw two tian there would have been ten yean ago, under the one basis. MX. WILSON: Os the hernia one. where you charge 50 days, what do you charge If a recurrence happen? ML DUFFUS: If the cccaxraiee sot caused by an accident, we would charge an other 50 days. But if the individual had to lose an extra week's time because of pais, I would leave that in the original 50 days, became there was not anoeba' inckleot or sooths acodest. If there were actually a recuncnee of the hernia, tamed by another atrident you would have to count it again as go days, definitely. MX. MILLER: You pointed out that the code is very dear in deciding what shall be counted as a bemia case, la other words, three conditions bare to be sathfied if a case is to be charged as a hernia. If any owe of the three is not satisfied, the case will net be counted as a hernia in the repeating of comparable figures. One of the three points which Is used to help deride n is that the immediate pain num bare been so acute ***** the injured employee was forced to stop woefc until the pain subsided. Just what is meant by "stop wojW' Does that mean five minutes or half an hour? MX. HARSCKNEK: We consider each cue oa its own merits. I remember, eae ease where there was a distinct inrM*vw. The man did stop wort temporarily. By "tem porarily" i imagine that be was out for the rest of the day, but he did return the next day. The company provided him with, a truss, and he worked for four or five weeks the time that be was able to get into the hospital. Well, that's one case that we count ed, because we could point to a definite acci dent that resulted in this injury. We bad another am how fat Chicago where re bad a mOcgi boy rating with w. Ho came to his foreman one day and said, "Sty, 1 had an accident a couple of weeks ago, and I got a hernia. I*m going back to school in September, but I would like to leave early so I can get operated 00." We haven't taken that case yet, although It was indicated that he could have been in jured on that job in the "*""** in which winbe described. Our attorneys take the case before the Commission, and we win take it if the Cocnmhson rules that we are liable. MR. DUFFUS: This question of "stop work** has been misunderstood. Actually we ay here "the Immediate pain was so acute that the employee was forced to stop work aaril it subsided," I use the capitalion "Im mediate pula'* at the controlling factor. It doesn't say he bad to stop wotk fair a day or two because of this, and therefore, if be stopped work for a short period to go cm to tbf medial <>, you shouldn't it he quit for a little while and then went bade. Hut be stopped work until the pain sub sided h simply a msnifi osihm of the fact that thaw was immediate polo. He had to stop week due to actual pain in the burial region. So in my inrerpretatioa of it, and as dmm of the people that are following the code Interpret it, if be stops wotk for only five minutes, in order to take bold of his side and pros, or make some physical mani festation of having sustained an injury, then that is a ruCrimr period loses no u actual incident-an actual injury. Simply the fact th*t he stopped wurk, with no time limit given, manifested the bet that he had pain nW had sustained an injury. IflL WILSON: How can you prove that? MR. DUFFUS: You ace dependent 00 the integrity of your supervisory personnel. If a nan is willing to condemn hlmwlf in the sight of cwytme for a maple of han dled dnQare, that there isn't math you can do about k. In our particular case we get the safety risum and the farrmn togrihir and ay, "Here is the mory the nan gives us. Is be right or < *i ig** It hit up an me m the safety supervisor; it is up to you, far whom the man worts, so commit ywiwlvu that be is right or wrong." Let them get together and MR. WILSON: The reason I am bringing that up is thk. If it resulted from* natural censes, he cam cases hack to work the next day my be injured ML DUFFUS: Many of them do, and we take them. Thou iut much you on da Meal Packing, Tanning <5* Leather Industries Section 13 about it. Thsth jot human. There is always the liifrw that fads "the company has a lot more money than I have, and lee them pay tor k." We admit that many of our hernias are 00c of an industrial origin, hot we have to take them. We have tried, as I said, to set up this compromise, and 1 be lieve you will find that by following this code you wBl throw out about ao per cent of your hennas, but you will m be taking about 80 per rent of them. ML LUMPF: Even so per cent is a good percentage. ML MILLER: Ttwre is another question on this same subject that is also iasportant. In what period shall a hernia be counted. Suppose a man has a- hernia and derides to wait or is farced Co wait two or three worts or months before be can have something dooe to it. Perhaps at this later period be loses two or three weeks in the hospital hav ing it repaired. Sfaouli this hernia be charged at the time be has it repaired or when k actually occurred? MR. DUFFUS: The time that it actually occurred, bemuse that h when the' injury happened. The code specifically says that the injury shall be timgul in the period in which it oceaned. For example, a person b in jured . today, **<< it is atabltihed that the injury wm of industrial origin and it is ac cepted. Yog simply note in yoor records one lost time soddent, either as a permanent partial dimbility. or as a temporary total dfaabiliry with go days'charge, or 50 days low time, wlaether or not his hospitalization is delayed. However, in the case of souse other type of Injury which ra not reported until a couple of months after the accident actually occurred, you would not charge that accident in the period when it was reported, but you would record it in yoor annual experience on the actual day on which the accident occurred. Get the accidents Into the actual mouth In which the Injury occurred, bwamc that b the measure you want for all your Future ***?wW- ML CLARENDON: In our company's sit uation. you could count the aeddent on the day R occurred and then give the man the injection systmn. If this treatment were unmcombl, and the annual poted ended a mouth or rent prior, and the man wanted an operation which you give hint, then you might have the cost of an operation with no aeddent. In other words, you would have a faoo or $500 cost item with nothing against it. , MR. DUFFUS: You are quite right. In fact, it is practiaUy impossible to try in any way to show your costs over short periods of time in the actual time in which they oc curred. It is not unusual to gee a medical bill for a treatment that was given six to nine prior to the time yoa first see that bill. MR. CLARENDON: Wc put in the charge. If we don't get the bill, we make it up. We have a charge for it. in the period it happens. ML DUFFUS: That's a good idea, because probably at the end of each year you balance out plus or minus. . ML CLARENDON: We have the super intendent send us the number of trips the man made to the doctor. We aa tell from his prior bills what he generally charges for the fix visit, the second and third, and we can figure one that this is probably going to rest os 855. MR. DUFFUS:: In tint cose, we would shew it in our annual.expendintro, but we helance the anticipated cost for future yean against the anticipated cost as we have sec up for previous years and only throw the difference Into that year's experience. Your method I think is the most pnoial, because independent of anything else we do, we have to show management bow much these things are costing us. We talk frequency and severity--vre give them a measure--but they will want to know bow much it is cost ing, and the quicker you can do that against the particular mouth, the better job you are doing in year aeddent prevoKioo publicity. ML MILLER: Many of you fellows have your plants entered in our safety contest, and I receive letters quite often asking, "Shall a hernia be charged In the contest?" Well, for the Food Section Safety Context, hernias will be chargeable if they satisfy the conditions which have been set up bee. In other words, a hernia which Is reportable is also reportable in the safety coolest. On this same subject, Mr. DuBus, of de termining la what period an injury shall be charged, will you please explain the method of handling days fort on. such injuries? 1 am thinking now particularly of temporary total disabilities, where actual umbers of days tort are counted. In a situation where an injury occurs in ooe mouth and the days 14 S5tk National Safety Congress, 1947 lent extend into another month, how are those day* lost charged? MR. DUFFUS: la the compiling of indus- trial injury rates, you make an estimate at the time of the injury and include in that estimate from the doctor the complete num ber of days anticipated. You do this much u rou do with other costs. This can be based either on past experience or on the doctor's opinion of the particular injury. All of the days loa are then put into the month In- wfajch the accident occurred. For ----a person breaks a leg. There are complications. The doctor cut anticipate two or three duration--well say bo days. The ft days are immediately charged that injury which well say otouttj on October f, and all of the days are charged ro October. Sow. wc do this Ms order to get a lair com parison. We charge inimrdiirrly what rc think the total days low are going to be. Before the twentieth of the following month, when our repeat m sent through, wc check with the doctor to see if be baa revised hh estimate of disability. The doctor secures this information from the response of the injured person, from bis knowledge of the injnry and the amount of recuperation and repair that u necessary. The doctor can thus set up a pretty close estimate which enables us to bal ance out within a few days in gg per cent of the cases. The entire lost time is charged to the month la which the injury occurred. We don't charge it off each mooch as it is ac cumulated. 1 fad that this gives us a better measure, bmae 1 can evaluate the serious- ness of our injuries for those particular months in which they occur and plot it accordingly. MR. HAKSCHNEK: I might ay wc are still foliowing your old system. For example, if a man got hurt in the last week of one month, and it is an injury which disables him for three weeks, we wall throw one peek into the month in which the accident occurred, and then we vriH throw the next two weeks into the following month. We have found that it's easier to keep the iccmds that way rather than to GDocinoaltf change them as one person alter another goes both to work. MR. WILSON: How can yon show sever ity if you don't have an accident? MR. HARSCHNEE: 1 agree with you. We are wrong these. But we don't make our comparison between plants oo a severity rate basis. We ate still on a frequency me bosh only, so it doesn't do too much damage. MR. MILLER: May' I bring up a point on the system you are using? You mentioned to us before tM meeting got under way that you are contemplating changing over to the present standard method. 1 just wonder if it might not be good to bring that point out. MR. HAMCHNEK: That's right. You might get the impression that we are going to continue with the old method. We are going to change with the beginning of our nest focal year to get oo the same basis as Mr. Duffus here is expecting on. and we hope to be comparable iron then on. I would like to ask one more question. Wc Ktui to have atiuldoable diSculry, few ocatu ple. when a man fractures Ids Sops in Anally determining the percent of disability resulting from sudf an zeddent. It might be only ten pa cast. How do you know that in the month to which the aeddent occurred? Wc sometimes don't really know the end results of an injury until four or fire moQths after its occurrence. Does your phyridan take a wild guess at it and then do yon liter correct your figures? Wc continue to have quite a few cuts and many of them finally wind up a& permanent partial disabilities of io, 15 or so per cent low of use of a finger or some other part. We have bad those oases too. where the fellow didn't even lose time. How do you know what time charge to make against that particular month in which the aeridoit oc curred, when you really don't determine the percent of torn until two, three, four months have elapsed? MR. DUFFUS: You will find that your physician, if be is a good industrial physician, can come pretty dose to saying that this mse will be a permanent partial disability. He won't know exactly how many days, and therefore will give you an estimate so that you set op a lost time accident of probably only go days. Then three mooths to a year later, when the condition has stabilized itself and you have properly evaluated the of disability, you will be able to correct your original estimate and Insert the actual num ber of days charged. In the two years that we have been keeping our records, our plus and minus on these esta- mates have out quite weU. Hus Meat Packing, Tanning & leather Industries Section 15 fas been true except far permanent partial disabilities that have been caused through intmntMa. or secondary infections, where the original injury looked very healthy and every thing was all right, but maybe an unantici pated diabetic condition or something like that earned it to -become more serious so that there was lost time. Those are rather uncontrollable--three, four, five per cent--and don't throw your statistics out so much that yon mat go back and --the correoioas. CHAIRMAN CLOVER: In establishing the date of the aeddent, the foreman is going to resent haring an implication made that the record is starred later than when the accident actually occurred, if you don't definitely establish the date that it did occur. In other words, when a no lost time aeddent ts de termined to be a last time aeddent, what date is going to be set |plnlt the foreman's record? MR. DUFFUS: Your point Is that we guess wrong and everything looks healthy so that we deride not to take it as a lost time am- dent at the time, but rirnimstaoces show poor judgment or a poor estimate on our part, so that two months later we deride to refce it as a disabling aeddent. It occurred ia June, and in September we deride that we guessed wrong we have to take a lost time aeddent. You have already set up the acci dent on your department, records, with what lire call a minor injury report, showing fav it occurred on such and such a date back in June- You don't change your September record--that Is still zero--but in your accumulated experience for the year to date, which includes January through Sep tember, you show ooe additional lost time aeddent and well say the 7$ days permanent partial disability charge that has been established. CHAIRMAN CLOVER: Would your days be charged to June or to Septembo? MS. DUFFUS: To June, if you wish to make that adjustment. However, it is usually tufodent to indude it in the cumulative ex perience. without trying to change the sep arate monthly reports. That way it still shows in your oraall year's experience. MR. CLARENDON: Mr. Duffus, bow would the code register a case where a man meets with an afriderw which doesn't disable him enough to lose time, but only enough so ltw> be mast take a job which will pay him ten cents, an hour leas for a period of seven weeks?' MR. DUFFUS: If the fellow doesn't lose any time in the interim, and it is simply a matter of the accident being such as to cause him to be transferred to another regularly established job, we would set that up as seven weeks temporary partial disability. He is able to do all of the regular duties of an established job other than his own, bat he is not able to do his own job. We would set that up as a temporary partial diability with seven weeks duration, but we would oot show that in .our accident frequency records. MR. CLARENDON: How arc we going 10 report it to the Council? MR. DUFFUS: You don't. MR. MILLER: It would be classified as a temporary partial case, and those are not included in computing frequency rates. Cum occur occasionally where a man loses time as a result of a condition which has de veloped over a period of time, as a result of repetitive movements or repetitive operations. Perhaps the worker gets a sore wrist or a sore arm which finally develops to the point .where he is required to lose lime. When do you determine that such an acci dent occurred, considering, now, the date of reportability? MR. DUFFUS: You are thinking of something like bursitis, for example, where a tdlow is working in a normal operation and, through repeated use, particular muscles or joints become sore. Bursitis is a good example -of rhsrT They are rather to handle. It is a question of interpretation of the code; since nothing is specifically written in the code about the date to which these particular types of disability should be charged. We had a case like that. The committee of judges das. tiffed it as a disabling injury chargeable to the date on which the worker first required first aid for the condition. MR. CLARENDON: Some sues won't count burdtis as an aeddent. MR. DUFFUS: That's right. But the code includes "occupational disease" and elements of that nature. We classify bursitis like an injury, but the time charged for it and the record of it would start when the employee first reported the cooditioo. I recall a silicosis case we had a few yean ago, a tubercular coodldoo aggravated by flfrnrfe, After being away from work, on and off, the person eventually died bemuse of a TB condition, but we derided that there was IV 16 * 35th National Safety Congress, 1947 actually a fflMywV* aggravation. U acmmu* iited over tern at Sheen year*, and the only thing we do hm to charge it on the day win the fellow fan Ion time from work became of this condkiou UR. CLAUNDON: Do I tadentand the National Safety Cl--rJ anti nomperiosnl ULDUfFU: Ba^ is wtat the code an is gpjpg to handicap trim far the test of his life. UK. asm *- I might jut mention that ijs weeks "i*11'1 to 1750 days, which is jm about tin same m the code, which a 180a, ut. BLENBi We have made a habit at wmb% the Industrial Cimlriul penahies ou km time mjuries- UK. DUFFUS: Yeu writ feed that iu | scvesMy nee*. Mr. Defa, fee noli you hneihr the faBnwiug case which I i|j mi tl fa dcamf the tfamaar deem am a aipt when he umH m hef ekfc the dewor. He mt ietntdod lo use aod wool and the tool (or a bating Ink, Be w itoirtfil to me pftks, but had no |t^a eou A wire from the btmh {meated the cyaftaS and dotroyed kb (kC bee it wc a don injury and healed rapidly. The IdhMr be only ooe week ai time. Under the WSnoiia code and under oar Indmeilal CoenWoa^ miing the bm of an eye to chargeable as *50 weeks. Now. the fellow i* back ee the job one week hta, running bh elevator nights. Bow would you make a time charge on figuring your severity rate? ICR. DUFFUS: One eye. km oC right, tSou days. We would charge that automatically independent of your state ruling. . MR. BUNK: You would chaxge.that even though the fellow wu back on the job one week later performing his duty as below, lost no dme except the one week. MR. DUFFfJS: It would be charged auto matically as a permanent partial disability, 1800 days. You would not show that one week as a temporary disability, but only the 1S00 days as' permanent partial dhabQity. This Is because he has a km tint injury. remembering that it waty a the cam of a* * `` . DUFFUS: I iu the code, but n ________ee this p-****--**r result f such aggravation, an injury, thru definitely is walking down aa aide, avoid rather hurriedly an is anfeg along, exerts _ that cams her to faint physical weakrwm Thar w a repeatable acririent. u walking (fawn the aide. person smtshw hut dme on the job. and the sick Meat Packing, Tanning Sr heather Industries Section 17 ness aa be traced to an incident or an acci dent. then 1 think you would count U. MR. WILSON: What if somebody walking along the aisle took sick and bit has bead again* a stairway and died? Would you fig ure he died because be had hit his bead or had a heart attack? ya. LUMFP: In my way of thinking it would * on whldx occurred first, and hat did occur. ML DUFFUS: It depends entirely 00 eoudiejaau. B thus stairway had nothing unusual wrong mfch k and it can be shown that the myary which he mwiinrrt was definitely a remit of a bait attack which causod che amber m fed. then the fatality should not fe chmged se tte job. MK_ WILSON: What caused the deatb- ihe hmm matt or the stairway? If the stairway wm a wish rnemil means of s taking the normal s of epma. amt these was nothing ua boa Ms hmm mufe, 1 think you could e iu mytog It would net be 1 che person bad to --condition, my hit my up a fedder, sad he bad this heart IcB w de pmml and wm injured, I am aficaid that you weald have to take that an mdaatsSsl anritfenr, bemuse you have nothing la prove that k wasn't the fell from ,k. fedder that actually ^ > rklmgk it might bare bees caused by his We leave k up to oar physician to deride and ose putty much Iris complete story. Right new we are confronted with such a case; wboe a pciwas sustained an injury by uippteg asd falling, sre don't know why, and died seme four months later because of cerebral hanocihage. The-heirs are trying to set It back to this incident four months btfiae. It h going to be awfully controversial. We wont know how to take it, but I made this ruling: Left get all the facts, get impar tial t-i---- on it. The operacions that pre ceded the death will say where this hem orrhage was, hew it was related to the minor injury was uWiinM Soar nh ago, and from chat and medical testimony we can probably determine whether it was in dustrial or not Industrial. They are awfully hard cases to determine, and yoo have to evaluate them individually. MR. MtT.T.ll- You are bringing oat a point here which should be given emphasis. In many cases it will be necessary for the physician to determine whether or not they should be reportable. MR- DUFFUS: There is a part in the code that covers that- 1 think it is 3.7. Let me read it first, and we will decide afterwards: "In case of doubt as to the degree of dis ability, the dassifiatioo of an Industrial in jury shall be based on the derision of the physician engaged by or authorized by the employer to treat the injury.** Docs that cover your point? MR- MILLER: That is what 1 had In mind. ML DUFFUS: Nodoe the phrase, "en gaged by or authorized by the employer to treat the injury.*' We don't want the fellow** family physician saying that the boy has so exerted himself that be has to take a two weeks fishing trip in order to recuperate from the strain be had in the shop. We like to get the plant physician or a person engaged by (be plant phyridan to take care of that case, to ririmaine whether it is or is not of suficicoc scrioasnai to warrant being classified as a dipMing accident. ML MILLER: The-next type of injury that I should like to bring up for discussion is the recurrence of previous injury. I have iu mind a bod knee or a lame back, which may have beta counted as a reportable injury at one rime, and the man went back to work, and perhaps a month or two later be has a recurrence of that mrae disability. Will you captain, Mr. -Duffus, bow cases like that are handled?. Are they counted again aa another injury at the later date, or Is the Ume lose at the later date charged back to the original injury? ML DUFFUS: In my own interpretation of the ASA code- I would ay this: If the worker was doing Ms normal job and there was no incident that preceded the knee going out of joint, or the shoulder going out of joint. I would be tempted to classify it simply additional days lost betause of the original injury. The worker may be a softball pitcher or something like that, playing hard in the evening. Maybe be throws his shoulder out of joint and every once In a while be has to take a couple of days oft because be comes back to work and aggravates the condition. You certainly couldn't durify it as a lost time acrident each tine that happens, because is JStk National Safety Congress, 1947 (here was no acrident'or incident even though he has definitely lost a couple of days. I would charge the days lost to the original injury, calling it a recurrence or a continued treatment of that original injury. That would be my interpretation of the code. We had a couple of rulings on that by our seven man committee of judges, but our derision was divided. If there was an inci dent or an accident that was very definite, then you have to call it aggravation of a pre existing condition, to follow the code ver batim. But tf there was no incident or acci dent, you could simply add those days back to the original injury. MR. HILLER: If there aren't any ques tions on that type of injury, 1 have one here which came to us from some one in the meat packing industry, regarding the definition of temperature extremes. The ASA code states, "An injury which results from exposure to temperature extremes, heat cr cold, is an in dustrial injury only if it arises out of and in (he course of employment.*' This particular question involves the intopretation of the term "temperature ex tremes." Mil. DUTFU5: Say the person is exposed to normal room tempaatures, and well say it's a hot day--about 8j degrees outside--and probably because of these conditions it is up to 89 degrees, or go degrees within the plant. I doq't think it's the intent of the code to clarify that as taaperature extremes. Sup pose a worker suffers heat prostration and passes out as a mult of that. Invariably that is traceable to some systemic condition within the peason and not to a condition which you would call temperature extremes. Conversely, suppose a foundry worker, a cupola operator, or probably some, of your meat packing workers are exposed to inride temperature of 105 degrees when the out side temperature is 85 degrees, you could assume that to be a temperature extreme; and if a person passes out and loses time under such conditions the case would be classified as a lost time aeddent. It is bard to decide, and you have to conrider all of the bets. You have to consider the doctor's diagnosis of the case and man's condition. If they are established as bring unusual conditions that the rest of the employees in the plant axe not exposed to, and the outside temperature has raised the inside temperature to a point where It could cause prostration and then a peoon loses time, this would be a lost time accident and should be reported. MR. HILLER: Let me quote exactly from this particular question. I think you have already answered iu This question states; "Suppose a worker does not take salt tablets or goes out and gets drunk the night before, and as a result he is physically below par, and then, on an ordinary bot day which does not affect other workers, he suffers beat whnn'nn on the job." MR. DUTFUS: There, again, you have to have additional facts. "As ordinary hot day" -was the employee working in an opoation where temperatures are ordinary, probably with a five to six degree differential? If so, I wouldn't count that. MR. GAVEY: In our plant we had quite a number of cues reported as mild beat prostxatiog. A lot of our foremen were con cerned because we were counting them as lost time accidents. The.workcn would come in in the morning and tell their fafcaon that they were sick--they hadn't even worked that day. The doctor gives them tune oS and says "mild heat prostration," maybe as a result of, as you mid. dissipating the night before, or paribly being exposed to miuiu. beat the previous day. But in every one of the cases the facts weren't available, and we didn't like to count than as lex time acri* dma because they didn't seem to nod aloee. But we did take some of them, or most of them, and in doing that we rather lost the support of the foremen la our safety program. They ham sited me many times so beat prostration, and why such casa ate counted as lost time strident*. I thWA it would be intereriog to have a iiwly mere discussion 00 the subject. MR. LUMPf: You *" regarding; whither or not such a owe is actually a lost time acci dent? Is that your quabari MR, GAVEY: That's right. MR. LUM?F: The ms didst week at all that day? He came in and wear so the doctor with the story that be was sick and sms sent borne? MR. GAVEY: That's right. MR. LUltpP: l would say now k is noc chargeable as a lose time accident. MR. GAVEY: The doctor gave Mag time off. MR. LUHTP: Alt right, dull the doc tor's policy. Meat Packing, Tanning & Leather Industries Section 19 MR. GAVEY: And they reported it on an accident form. MR. DUTFUS: The code considers two things on this subject- First, temperature extremes, and from what you say there were no extreme temperatures under which the employee was trucking. MR. LUMPP: He wasn't at work. MR. DUTTU5: But it is quite possible that his notion under unusual conditions the day before and the lad; of care of him self the night or day before left him in a wakened condition so that in the doctor's opinion he wasn't able to perform his normal duties. MR GAVEY: That's what I say. MR LUMPP: There, again, you leave it 10 supposition and the doctor's opinion. If tou are going to accept the doctor's opinion as to what is and what is not a tost time aeddent. you have no other course. MR DUFFUS: I think you hare to get the doctor's opinion on ihe degree of disability, whether the man is or is not able to work. That's the doctor's prerogative. But the ques tion of whether the condition that brought on this degree of disability Is industrial or non-industrial is not always for the doctor to deride. The doctor limply knows that this person is physically unfit to work, but 1 don't think the industrial nature of the causative exposure should be left entirely to a doctor's opinion. The doctor'* opinion is essential In determining the degree of disa bility. but not industrial origin. I think you hare to get more than that, became the doc tor h only competent to give you an opinion of the degree of disability and the man's ability to work or not to work. MR. LUMPP: There are jusc a few remark* that I scanted to make. We have been talking about records and the preparation of records. All of it has to do with the recent of'the aeddent. so lar as the books and the National Safety Council statistics are concerned. But there is one all-important record that we haven't talked about at all. and that is the investigation of the case after the accident occurs, the attitude of the investigator to the employee, and the employees attitude to the investigator. Many things happen at this time, and in these days when the employee takes it upon himself to ask outside advice, very often he derides to go to a lawyer be cause be doesn't like the fellow that's making the accident report, and he doesn't tell him the truth. The fellow that is making the report doesn't have enough patience ot he doesn't have enough knowledge to inquire about all the fads in tbe case. The result is that when the rase t* finally prepared for the adjuster, he doesn't have enough infor mation at hand to proceed, and that means going back over the same ground, and by that time, the employee has consulted a lawyer, or someone else who has given him some advice, and the rase becomes compli cated. The point that l wanted to make regards the treatment of tbe employee when he comes in with an Injury, the method of questioning him. obtaining all the important and perti nent facts, and the impression that is left with the employee when (be investigator it finished. I think if these four points arc given the attention that they deserve at the time the aeddent is investigated,- much of our dificulty will be avoided and much of our expense will be eliminated. We have found that investigator* wme> times irritate an employee. An employee 1* a human bring, and* he should be treated as such, and if you trrat him that way he will probably tell you everything be knows about tbe owe. tfery often he will bring out facts that you wouldn't get otherwise. Those are just a few thoughts that 1 want to leave with you. 750--I-4S--N 35TH NATIONAL SAFETY CONGRESS VOLUME XV METALS SECTION ?/' NATIONAL SAFETY COUNCIL, INC. 20 NO. WACKER DRIVE CHICAGO 6. ILL. .J & tS ig & m Foreword |ihk Transactions of the 35th National Safety Congress and Exposition of the National Safety Council are pub lished in 29 volumes. Volume I includes the Annual Meeting, Banquet, Women's Activities, Index to all volumes and List of Exhibitors. Volume II contains the ASSE Session and the Industrial Subject Sessions. Volume XXIX contains the Early Morning Sessions, "Psychology You Can Use." Each of the other volumes is devoted to the sessions of a single section or division of the Council. The transactions are a record of the proceedings of the Congress, condensed and edited for reference purposes. The complete original manuscripts, many of which contain charts and illustrations which could not be reproduced here, are available in the files of the National Safety Council. The National Safety Council series to eliminate from dis cussion matters not pertinent to the aims of the Council. However, it cannot accept responsibility for the views ex pressed at the Congress or in this record. It is expected that the new format of these Transactions will permit wider and more effective use of the material re lating to various fields of safety. At the same time, the whole set provides a complete and indexed reference work on all phases of accident prevention. THE NATIONAL SAFETY COUNCIL 20 North Wackar Drtvw CMmgn 8, IQ. ium is v. a. a. 3 35th National Safety Congress Transactions VoL Asxatkcd Muufing, Baaqatl Womm's Acttrfttou. Jadax to afl Vohnn-- ccad Ekhthflora...........................................1 IthsHmi gndtyfllgrityEnjfnnn mA flobUrt S--fema. 2 Aircraft |M,I"U Sucfloa .......................................................3 Air Transpcct Suction.............................................................................4 AntanoBw and Mgdrina Shop Sucfion..........................................S C--aunt and Qaany Snction........................................... Chmiccd Sucfloa........................... 7 Coal Mhrixvg Section.............................................................. 9 Pi inniiTtril VtUd* Suction................................................................9 Comtiucflon SicUmi ............................................. 10 Food Socfiaa..........................................................................................U IndustrialNmdng Sucfloa................ ....11 Marino Sucfloa............................... IS Moot ffiddDOi Tmirinq and Tunfliur Tndnrtriuu Sucfloa..........14 Mofcds Sucfloa ................................. IS Mining Portion.......................... Papor and Palp Sacflon................................................. .IS 17 Putroluam Socfiaa ........................................ ...IS Powor Pro-- Suction.............. ..........IS Public 8flttSou Suction........................................................................St BaSroqd Sucfloa ...................................................................................U Babb-- Socfiaa.............................. SB ToadSo Suction................................. --SS Traffic Suction .................................................................................SC Wood Prodnete SocSon.....................................................................JI Farm Satotr . School and CaHego So--lew.............................................................. PnrehaloqT Toa Can XT-- (Sadr M--nla'r T--*--iff PRICES OF EXTBA COPIES OT DUXVIIXHIL VOUMB jrttiruf TO i to f copies to to99copies tootoppp ropier wwrwwf Leo than 14 page*--! Jjto> aea.. 14 to 48 page*-- -*5 " JO ** . f >S JO 49 96 page*erer gS pag**-i 95 " " 4 ' 45 " S* 45 Compiece m o Taaadioi* (-- ralmaoj-f^so f *5 NON'HEMBDl prices are doable member price*. 4 Metals Section Exhcatire Committee 1947-1948 Cmerol CMmet~F. W. ULSZV, Sapmiwr of Safety St Wdbic, Jooct It Laughtin Steel Corp, Pittsburgh. Fa. rUt-GhMtrmsn-). F. COLLINS, Saper*bur of Safety, The Youngstown Sheet ft Tube Go, Yocmgstmra. Ohio 5ra7y~P. C. KAUFFMAN. Supt, Safety It Welfare Dept, Jones it Laughlin Steel Carp., Pittsburgh Worts, Pitabaigli, Fa. Xewt Letter Editor--F. E. GKUNDMAH, Safety tagiatf, tMlm Iron It Steel Division. Tbe American aJg Mill Co, lUllimrrr M<L Eftfbicrrbtg Committer--D. A. FAltKLL, (Cbunoan), Supervisor o Safety, Camtgie-IUinob Sfed Cocp, Pittsburgh, F4 T- F. BRADY. Safety Director, the Intcraatfeoal Nickel Co, lac, Htmtingtoo Worts, Hnntingtoa. Wm Va^ L O. KUULER A--. Dir. tod. Rela tions--Safety, Casualty k Penriofw. Aaerion Sted It Wire Co, deithnd, Ohio: C. E. WADDELL, Safety Director, Acme Steel Company, Riverdafe Works, Jlivczdalev in.; e. J. WAIJ.MAN. Safety Director, American Forge Drrisfoo, American Brake Sboc Co, Chio*n, m. Ftegress Committer HOWARD HOLLAND {Chairman), Saperrimr of Safety, The Youngsuwa Sheet it Tube Co, Ease Chicago, Ind.; A_ B. CIESAR. A--* Sopesvbor of Safety, CMDegic-PHrwu Seed Corp, Pittsburgh, Pa4 J. F. LEONARD, Feraocnd It Safety Direc tor, IhvK-- Co, Pittsburgh, Fa4 W. W. MacVICAR. Supt. Safety Department, Bethle hem SMd Cs, Spaiitms Fobtt Flam. Sparrows Point, ML; H. H. McCORKLE. Asst. S^niacadnt, Industrial Relations, Republic Seed Corp, Warren Datrki, Warren, Ofeiag H. L. RESRASSIER, Manager, Compensation Dept, WbecSng Seed Corp, WheelagWatVi. Ce-- md SMCferia Committer-JAMES NOLAN (Chairman), Safety Engineer, Bethlehem S-- Cumpmy, Bethlehem. r*4 J- M, BROOKS, Penonnd Manager, Miehle Fruiting Sc M%. Cm. Chicago, UL; U. J. JJAUGHTEN, Safety Snpervbur, Kabo Company, Inc, b-- fe Seed DfririOR, Fbocasta. California; R. M. WALSH, Assbtant Dfeector of Safety It FI--c Soria. Inland Steel Co, Indiana Harbor Worts, East Chicago, locL; A. H. IHEINCFR. Safexy Engineer, Tbe Colorado Fuel fe Iron Gocp, Pueblo. Colo. ft-- Cummins*--G< O, GRIFFIN (Chairman), Safety Director. Dram Corporation, Pittsh--fffc. ft; K B. BUlfGARDNER* Manager, Safety It Casualty Bureau, Tennessee Cp*l, lw k RJL Cs, Birmingham, Ala.; J. K. HANSEE. Safety Director, Foramooth Sted Gup. h--, Ohio: J. N- MAHAN, Super* bur of Safety Sr Tmmua Continental S--fl (Rp. rail-- Inrt; Jf. G. DISSINGTON, Chief Fngjurer It Safety Dir, Buffalo Fmga GMfaaf, Buffalo. New Tod lafeajr Car JuJdru Committur--F. J. BRAND (Chairman), Director of Safety It Compensa tion, Paffmas std. Car litg. Co, Chicago, lUinob Hmhk Ctmmitier DR. W. F. LYON, MJ>, Supervisor Medial Scrriccs, International Har* safer Company. Chicago, IR; DR. R. J. BENNETT. JR, MD, Chid Sargcoo. Chicago Dbc, rtnwgir-minob Seed Cocp, Chkago. Z2L; DR. K PL CAJtLETON. MD, Medial Dfatcaur, Idand Seed Company. East Chiago. Ind4 DR. J. H. CHIVERS, MD, Media! Diraanr, Cm* Co, Chlrago, DL 5 6 35th National Safety Congress, 1947 Membership Committee--J. J. BOUGHEY (Chairman), Asst. to Director, Labor Relation*, Canx^e-Iliinoit 5teel Corp.. Chicago, III.; M. W, GRAY. Safety Director, Weirtoo Steel Co. VVettoa, West Va.; G. j. EIGENBROD, Supervisor of Safety, Republic Steel Corp, Buibio, New York; J. J. JEFFREY, Dir. of Personnel A Industrial Rdatknt, Great Laics Steel Corp., Tccumseh Road. Eeone. Michigan; J. P. JULI, Safety Director, Coosoiidatcd Steel Corp, Lot Angeles, Calif.; H. W. REED, JR.. Director of Pnoooel A Safety. The American Welding It Mfg. Co, Warren, Ohio Puual Education Committee--C. L. WAGNER (Chairman), Director of Safety. Carnegie. Illinois Steel Corp,, Duquesne Works. Duquesne, Pa.; A. E. ASEL. Safety Supervisor, Sheffield Stcd -Corp.. Sheffield Station. Kansas City. Mo.; J. A. DOWNEY, J1L, Director Personnel ft Safety, Sloss-SheSdd Steel It Icon Ca_ Birmingham, Ala.; H. J. JONES. Mgr. Ind. Relations, The Colorado Fuel A Iron Corp* Buffalo, New York; T. R. SMITH. Safety Supervisor, Republic Seed Corp, Youngstown, Ohio Foundry Committee-- H. S. SIMPSON (Chairman), Safely A Sanitation Engineer, Caterpillar Tractor Company, East Peoria, III.; L. S. ADAM, Perionncl Supervisor, Continental Foundry A Machine Co, Ea Chicago. Ind.; I. A. BRINKMAN, Dir. of Industrial Reta. tioos, Mackiotah-Hemphill Go, Pittsburgh, Pa-: J. P. MUDD, Personnel Supervisor, The Midvak Co, Nicetown, Philadelphia, Pa. Members-at-Large--*C. M. ALLEN, Staff Supervisor of Safety, American' Rolling Min Go.. Middletown. Ohio; *E. F. BLANK. Air. to Vice President. Personnel A lad. Relations. Jones A Laughlin Steel Corp, Pittsburgh. D; GROVER C. BROWN, Industrial Rela tions, American Iron A Steel Institute, New York, New York; *E. A CHAFFIN, Vice President in Charge of Industrial Relations. Continental Steel Corp, Kokomo, ImL: J. E. GULUNEY, Chief Safety Engineer. Bethlehem Stcd Co, Bethlehem. P*4 *H. \V. DARR. Supervisor of Safety, BtthWwn Seed Go. Johnstown, Pa.: *R. H. FERGUSON, Manager of Safety. Republic Stcd Corp, Cleveland. Ohio: *G, T. FONDA Written Steel Co, Walton. WOf Va^ . H. FYUER. Supc of Ind. Relations. South Works Carnegie Illinois Steel Corp.. Oiimgo, IP.: *H. J. GRIFFITH, Asst, to Mgr. of Cool Mines. Jones A Laughlin Stori Carp, California. P*4 *H. G. HENSEL, Safety Director, The Youngs town Sheet A Tabe Co, Chicago. UL: F. A. LAUERMAN. Dir. of Ind. Erfariom, Con solidated Value Aircraft Corp, San Diego. CaliL: *JOHN A OARTEL. Pimburgh. Fa.; ). L. RIDINGER. Dirertoc of Safety A Plant Service. Inland Steel Go. Ease Chicago. Ind.; R. L. SCHMITT, fanner. Robert L. Schmitt Co, Louisville. K74 *H. J. SPOERER. Dir. of lad. Rtbtlaw, The YoungRown Sheet A Tube Co- Youngstown, Ohio; "J. A VOSS. Dir. of Ind. Rrtaiiorw, Republic Scad Corp, Gkvdand, Ohio Staff Reprexenterinr-EDWARD M. JASPER. Narimml Salery Counci), lac. Chingo, DL indicates Pact Corral Chairman Metals Section MONDAY AFTERNOON SESSION October 6, 1347 Presiding; J. L RIDINGER. Safety Director, Inland Steel Company. How tha Front Una Supervisor Should Carry Out His Safety Responsibility By H. H. FEU SnporiHiaedant of Industrial Relations, HonuMtBad District Works, Gamogio-IUlinoU Stnol Corporation 7 1 ahaS not harden yua with a dhcuauon of the lilane~| of the safety movement and the program we bare seen within our life time, became as has been said before, "(here B no noed to cnutinaally the post if we folly sadmond bow much a part of it we are." One thing, however, we should fully recog nize is that the ptspui we have thus hr aide ni largely srithia the fidd of brilhfes. As is so frequently the ease, scientific develop- ment of material thing* is much more rapid than the scientific development of men and tbrir actions. Briefly, we have seen much ac complished in the way of safeguards oa machinery, the use of colors and signs to designate dangerous areas, governors placed oa machinery to hold It within safe speed limits; and a best of other improvements too numerous to nentioo bare. Obviously, then, it is the individual toward whom vc t--at direct oar attention from the standpoint of safety. We muR increasingly concern osothu with what he does if we are to determine why k Is that accident* still occur. Such.a problem <*"*<* be solved un less there is a definite and consdeos effort made on the put of all management through the trout line mpcrvbor to get at the source of the trouble. la the of equipment everyone recog nizes that the bat performance is obtained when eqoipmast Is attuned to a nod* tiveaem that makes for smoothness and'free dom from trouble. It follows, then, that the supervisor, too. must hare that sersitivfty-- or. as we can otherwise state--an awareness of these eoeditioos which are necessary tor (he pensioned taJeiy of all concerned. Aware* ras, to m, is bring alive; the intuition to seme wfwn something is out of the ordinary, root (frt|fl to aS rufward appearances there has been no appreciable change from the nor* mai. The ability to be aware of these subtle changes spells the difference between success and ha<m far. the modem iraot line super visor. We onnoc .be mntmt with sod* an- swera m prevailed in the pose *T didn't see anything wrong in the way they were doing it," or 'They surely know better, beoose they've been told often enough." Oar re sponsibility is to be aware of why individuals continue to be involved in accidents and to develop a solution of this problem. In con nection with this increased awareness there must also be an increased seme of responsi bility as a necessity on the port of all super vised, "Faming the buck" B an indication that the proper degree of responsibility his not been accepted, or has doc been delegated to the proper degree. Ideally, everyone should isnmr the responsibility tor the safety of himself and others to the degree that acci dents of any kind would be only history. But this is bfr4tim of Jhe highest enter, and will occur only when man has reached the millennium. Until then, we will contioue to recognize that the front Line supervisor las a definite responsibility tor the safety of those for whom he has assamed the position of supervisor. He cannot, if be is to be the kind of supervisor we mum have in industry to day, awnme pert of the responsibility with out -*--mtng the whole. Betore entering into the detailed discus- stow of bow the hunt Hne supervisor aerdsa Us responsibility in connection with safety, I feel it would be well to depart momentarily and consider the ropoaribility of management as a whole. I do this because we all realize that the front line supervisor is a member of the management team. It is therefore necessary that each element in man- d 8 35th National Safety Congress, 1947 ageaent fanning to a h^h degree of effiectivcnes if the front line supervisor is to perform io the hem manner possible.' mine what medium will be umd at a tool to apply to the parrienfau- problem, and the fourth step is an tifactive fallow-up which The very nature of the problems indicates that a coordinated pbui is --In plan will keep the program up-to-date. The took are usually supplied by the waf organization. ning require in many instances a policy To odarge. we aQ recognhsr that the pur which can be decided only by the top leveL pose of both the supervisor and those super If wc continue downward in the management organization, it apparent that ih> vised is fa get aw production. It is while per forating bk **hi^ that are -t--* tlx plan maw be htstiuri by ooooibatkwi from each level so that (be cadre apnintksi has the bsagfit of coordinated riifahing. In addi individual bemmes Involved in an aaadcot. Frequently we hnc the supervisor introdnong an element of caution by repeat tion it is necessary that the tools by which ing the expranoo, "Be Careful, Work Safely, (he faoot Itne supClvfaOS' J^mnpllhe Kb purpose arc famished by the higher levels of management. Wc are familiar with the Think Safely," and numerous ochre stateearn of twhay vagueness. At the -- time, be esapbasoes the importance of getting p*r>- lmx that such tools as equipment and ma terials are definitely reviewed and fa a huge number of cases even regoiririooed by the dnetiou out on tftar, and often safety has been thus divorced tern being an t^ygryf part of any operafirm or series of operations. higber levels of minignmfi On the other land, the fr*Twrt tme at equipment is In connection with the program jure men tioned we have discovered, through observa the responsibility of the bent line super tion and'haalytis, a fare that fa us is xmnzfag- visor. The same psrxirinre holds one fa those cases whree the tools are n the form of pro cedures, pcogmm, *! linol !nfan(fan ty sigpHWanr. Th* feet it that Umenoetmn the part of m farffnarfiMf os asasf which k the tne worn* of the mcddenU The or things of a tike natare which, although sevreiry of the *<*- decs not alter this developed by the wag erganzzukm or high** fundamental face boreaie severity is ^reely levels of management, become elective only when pot into me by the tent tine super visor, To have a writ roredtinted managemnil group k is nmsiiy that there be an a miftrr of degree. The advantage of neb s pngna is that k UgU%hts the neccarity far every tent tier wqiLSiiaus to be leapossJihie far knowing hew so preform every job unhampered two-way low of information. Aho there must be a crywaHizatiow of ndi thinking fate a program that an be adhered to by eh members of amsngemem. and above under bk ijiniimm Only ihrnwgh thk be sure that those far lyspnifalifa aae perfaemiag in the sanatr necessary all. three aunt be an uudeNCandfag of the production with aw 3 cmnaon purpose to width the asnnageawsw organisation i> m--hunt We furnish the I fa the fans of kk. This the an To iBtntiate bow tiris proctas noth and > farmer room oat an the weefcmg area. $od> to dcaoomatc the part tfa front Knt super- - material has the adnetfp cf jmn iiBsq tech visor plays 1 shah outline for yon a program nical --tinnee fa a smHwfc awd practical that are in Carnegie-Illinois bare developed with roped to safety. This program Involves four steps. In step ooc we analyse all acci background. Soch mweiisl we fad enables the teat line npavkur sw he sanch articu late and. frequently afasfati ajntnxttic dent! within a department for the past year. dkcawion by the entire group brine whom The accidents are coded according to job posi it is presented Shun this wS be a specific tion and job occupation to arrive at the oc application. X shall rnlsrpi apan the man cupations fa which the greatest of ner fa which the am of the ifrglr objection accidents have been occurring. By this anal can open a ( of avenues all hrerinj ysis we are able to select that point which upon the rime prnliltm, requires Immediate attendees. As explana Far example, fa sgge our wwpsuy wm ren- tion b made of our fcuiy to the various ftooted with the pnihirm of seducing the levels of management Cor the purpose not 73 ream of heat sfrimw that had been only of acquainting them of our findings recorded dm pssvlam year. That figure ww but to pin their ooopreatioo with rerpetl to made our single objective whhfa the fidd of the procedure. The third seep Is to deter Metals Section tention was directed to this problem for its saalytis and asriwance. From them, it was learned that beat skfcrim is largely a matter of physical condition an the part of an in dividual. In addition, the fact was confirmed ihat the body, when exposed to beat, loses certain Decenary chemicals. Included fa the requirement! far physical wdl being arc the (adore of proper diet and rest, together with frequent hoth.\g- Furnished with this in formation, the aws|sny turned its attention ta liiuefrning this knowledge fa noble farm to all of our employees. Our front line super- viaore were made thoroughly familiar with gpdisqp. were frtnusbed material in the form of booklets --*t postos. In addition they were famished with salt tablets, the so- called pep jeO. to efacritete to employees to eXat the fames fa body **wwLret- The point that wm baa--reed bouse conscanriy was that beat Wetness is dfacoly timnwtfri with phys iol fitness* The franc fine mpervisor was able with this pwfaw by being famished with tathorhativc information and the practical mean* far imp-ring his personnrl with what they canid dot imfivifaaCy, to minimize the problem. The smuka of the use of. the single- objmire to this peoblsm have been gratify- fag, to the extent that vjih the approach of warm wuather this yor. fa deuiuul lyt ps oat since 1941. or s&> Aaothr aspect of the same problem which contents the front bn* supervisor is the fact that be is frequently faced with the training of new individual*. While it is only natural far the ocw man to --(-- methods used by fallow-workers, the respondbflity of the fare*" s to see that such imitation is breed upon correct performance, He cannot he satisfied merely to turn (he new man loose with a perfanoory dkndea of safety in the Initial interview, and then expect chat this discussion will carry the new man through the complexities of his new situa tion. The use of the single objective is not a cure-all. la fact, it i tempbathes that only through repetition of the teaching proms and' strict adherence to lassos learned rin any permanency with respea to safety be gained. In connection with his responsibility fa carrying out safety, ris frost line mpervisor must rooognire that hie job is not Katie; and that each day there will be a new twist to old situation. His knowledge be to thorough that his men will look to him as an authority to dealing with the various prob lems related to the various jobs under his snpervision. Three will be times when it will be ncccmaiy far him to ouiUnc and sell Us problem to those to whom be reports. To obtain ` the beat results wiQ require that be present comprehensive facts rather than gen eralities il be U to obtain help adequate to his problem. As a consequence many serious problems bare continual because a dcar-cut picture has not been presented a single- ncas of objective has not been obtained. Let ue remember, then, that fa carrying out hk safety responsibility, the tent suprevtsor must bare an cvcr-inrecaiing awareness of what is taking (dace around him. He must see--end not merely look* He must have a thorough knowledge of bow the various jobs <^ his supervision are per formed. must not leave to the transfer of that knowledge as the responsi bility of others. He must form objectives, and with a singleness of purpose bring to bear all the toouica at Ids command to obtain, those objectives. He`must not dissipate his efforts fa generalities; be must concentrate on specific objectives, and above all. he must grow constantly with his job and never be guilty of becoming static within bis eaviioa- TUESDAY LUNCHEON SESSION October 7, 1347 Presiding J. L. RIDINGER, Safety Director, Inland Steel Go. Hun b No "bzadudbb Minimum" By F. M. GILLIES Work. Mmuagar. Inland Steel Company It Is my pisik that all managerscues are as an essential of eSdency. The degree of compelled to an interest in industrial safety interest in safety will vary in direct relation- 10 35th National Safety Congress, 1947 Metal* Section 11 ship to interest in cadency u it is by satisfied, trained espiojni who " cam their livelihood without (ear of bodily lone and as it Is afaced by the cfam of people engaged in the field of prevention. but it should be well that In the field of advertising startling results have bees accomplished through these medium alooe and without any otbc vehicle to carry the burden, as mechanical safeguarding car Briefly, a nuinpiMni an ried It in the safety movement. I propose lor in safety exists because of the failure of those your cooshktaiioo, therefore, a fa. tpwhliriny in ntay to cDcmaee that nu< tensiilcarioc of the psychological warfare agement of ofetyls importance. That is your against accidents. job and it is not my purpose to cell you bow to do your job. My presence here can be taken as an indication of my interest in safety. It is an interest bora of time spent in !. try as a workman, a foreman, a department bead, and in more rant yean n a .mem* ber of higher management. In |ulring k* interest. I have seen and participated In ibe reductiou of nnmprtMMi injury rates to present level, which level far the last decade has remained more-or-kas mik. This static position, to me, has been a cutse for cop* cent; and, while I cannot w?nd before you today as a specialist in your field. I should like to solicit your coetidentioo of four The snecos of a safety program, and of any program in Industry, rests primarily upon its effective administration. Admatratiou h a fundion of aasmageamt which farfinfa* requires those quarterbacks who direct tie team in the Sdd~the foremen. Field generalship is bora of good ctnrfring devoted bo individuals whose cusnpctence enables > co understand and to efaaivdy practice ami pam ou that which they are tasght. Z sub mit for your cootidoatioa the faa (lot a fiwmaan who cues cops la safety Is not neces sarily 1 good foreman, any mere *h Is (be quarterback who can peas and nerihg die. On the other hand, the frwvnnn who recog points which to me seem worthy of note in our attempts to again direct the curve down* ward. nize* the value of pezspedire and the rdariooship bowcen over-all tfidoxy and abtf will be a good foreman oof only for afety. The bromide; "Irreducible Minimum," but in all phases of superririou. from time to time is heard in safety diriw I am constrained to think tint there are some who have allowed thcmsdvs to be "taken in" by this ditfafc Since 191a and thereabouts; the onpbasas In nlcty has h'gr- ly been In the field of mechanical safeguard ing: and, while this has been supplemented' by other means, the result we have attained is primarily attributable to caging in shore 1 things which cause our trouble. It would appear that we have oow reached the point where caging must be supplemented heavily with other methods. Machines and wild beasts Can be Cagod; but. Since the Mimao mimt cannot be caged, we are sttQ confronted with the problem of the individual who will put bis hand between the bus. In the past. have been made to relieve foremen of w>mSii i.w.i tioos which property hdoeg with I!m wipe- vichm. In every instance that has eomc to my attention, sods attempts have faifart The .foreman is managraimt and a a "g entitled to staff amhtance; which you oa provide; bus his Is a which requires him to direct all activities which *. with- In bis responsibility and this the broaden perspective and nimpi ill ability. Safety and aU the other cDundesatloua re quired of a manager in modern industry de mand the highest type of individual and the rare* qualifications to fit a man far fore- manshlp. The choice of these peopfe and their training in safety and other hM fawt "Psychological Warfare" was a term com be given an increased of monly used in the recent world conflict, and those skilled in warfare attribute in a large degree to the drilled use of methods falling in this category. Through the me diums of the picture, the printed and, the spoken word, there has been developed a technique which lends itself singularly well to the solution of the present static preftfrm of the accident problem. These mediums have not passed unnoticed in the of safety. The static of the prat> leal to which I have referred, suggests an other thought which I should like to develop briefly for your ennrideratioo. At its incep tion. the safety movement capitalist ou the spectacular, and enpharis was directed lo those aoidrtus and injuries which by very nature compelled The lom of life; permancnt dkabtlitks and the sufcring which they Qfraiiooed have bea ptcpqly and suacoriully used to bring ns to the pres ent stage of the cfbtt The improvement that has been made, however, baa progreslively reduced the Dumber oE such incidents itm can be called upon mi alluscrations to serve our purpose. This can be takes m an ipdtfatlnn of tbc need far more rigid Stand ards far the determination of good and bad Maidens record*. Is these any me of you who, following an KfwW and Injury, las not bees confronted with this fine question from a supervisor ns It a *lew rime?" A tendency to concern ourselves with whether or not an injury is serious has grown to supersede the more im portant q > xtiooa ofr Where did it happen? Hew did it happen? Why did It happen? and what could we have done, or what can we do, to insure that it won't happen? I venture co say that you have all bad the aperiaa where under a particular set of ditautaaea; an individual sustained an in- ai minor injury on one day and under the tfosrsi set of tircnmstascs an other individual sURxioed a serious injury tte f* fay. Iwvuriahiy, in suds incidents, the dtfesener in the degree of the injury cut be ores--sil far addy by the dement of Ik*. Over Inch we hare no control. Po* tmaltf. if for uo other reason than the hrirw f Median, the lead of injuria ear ns with It the Isafjinrjnn of death. This stated the least controversial of these items has been the one with which we are concerned here today, la one sense this is complementary to both Management and Labor: but at the same time; closer analysis suggests the existence of something sinister. Labor unions are pemeued of many of the -attributa which dxtracteriie political organnations, and the coatinned existence of such organizations is largely dependmt upon nur tured controversy. Management in its recog nition of safety's importance to efidency, has largely teuwvcd the element of controversy from *M endeavor and, thus, hare minimised the interest of organized labor. This seem ing paradox has a detrimental effect upon safety and establishes a need for providing safety incentive for labor, I do 00c man to suggest it we should seek out a bash for cootzoreny in this regard, or that unions should distort safety to provide an industrial Towiwsd Pbo": but. at. the one time, it should be readily apparent that dw are not forthcoming from or deceased mem bers. I will presume to commit management to a continuance aad "**"*" of ufe working conditions; but, at the same time, 1 should like to solicit the cooperation of labor in the matter of safety eduatievt. the observance ofsafety regulations and in tbc enforcement of sanctions, without wtzkfr the program cannot uigysts to nm that aur present esnee ions of fraqueuey aad eeaghy have become tmsded and thnt we ace faced with the ch e of compbcunsfy tuiyhg ou at our pre lewd mdu those snwiiiTflt, or of tighten them to the paint where all injuria are t. with equal naan because of their potential. advance. la ooudusloa. It might be arid that the industrial safety luriTinirnr has come a long, tortuous way to presently stand upon the tank of its "Hirer Styx" and that we are oow >nfronted with the problem of bridging this barrier. It is my belief that an intensification of the psychological warfare 00 accidents, a In itest y--y, uusou relationship* have greater attention to our choice and training acmuntod frw a hwje partion of my time aad 1 fauve been mini upon to bargain ou nearly an fa Items caaspdMug the loog Use with which yon me fiasriStr. it can boootly be of those who any the bull, the adoption of more rigid criteria for records, and the earnest cooperation of labor will enable us to pass the barrier. B 12 35th National Safety Congress, 1947 TUESDAY AFTERNOON SESSION October 7, 1947 Presiding: J. 7. COLLINS* Supervisor at Safety* The YoongKown Sheet ted Tab* Co. Analyzing Basic Acddont Causes By I. C. STENNETT Director of Safety Engineering, American Mutual Affiance Foundry operations undoubtedly present m wide variety of hazards, and the problems of achieving rale working; conditions in loondries may term tame difficult than in meat other industries. There are, bowers', obvious and proven methods of controlling practically aU foundry harards. The existence of unsafe working conditions generally may be taken as an Indication of poor management. Accident causes in the foundry industry differ Hale bom causes in other industries-- the chief difference is primarily one of en vironment. Many other industries believed at one time to be extremely haiardous have adopted scientific controls for aeddent muses and reduced their frequency of accidents near the irreducible wi<iiimi. The tted ttwfmtry is one of these and it operated last yor with a frequency rate of 7j or fem than (4 the foundry rate. The foundry iadsstry taa like wise substantial reductions of mAtum by Its basic accident causes and setting up procedures to control them. It is generally recognised that every acci dent can be traced to the ccatace of an unsafe working condition, to the couuaJarioo of an uumfc act by an individual or 10 a combination of both of these aeddent pen* during factors. The Bureau of Labor has found that 90 per cent of all fauodiy acci dents involve bods an mwrfe working condi tion and an unsafe practice. It is apparent, therefore, that any snccasfel foundry nitty program must Inriode measures to control both of these major aeddent causes. The correction of unsafe working conditions is entirely within the control of management --even in the small foundry. The control of unsafe acts, on the other hud, requires dose cooperation and understanding between man agement and the employees. The relative Importance of unsafe working conditions may vary widely between different plants bat the majority of unsafe conditions fall into five general categories, as feQows: t. Poor housekeeping. a. Lack of personal protective equipment. %. Haardoos Hiring conditions. 4. Defective equipment, took. etc. 5. Unguarded or improperly guarded ma chinery and equipment. Housekeeping, good or bad. Is a splendid barometer of any industry. Good housekeep ing conditions are requisites in the control of aeddent experience in foundries. Both the National Safety Council and the Bureau of Labor Statistics repott that 30 per cent of all foundry accidents axe directly traceable to poor tvwultfqitng conditions. Apparently' disorder is the rule. A disregard for good or der remits in nearly Vk of all foundry acdtimts. By providing good housekeeping the foundry indwtry could reduce the frequency of employee injuries by 30 per cent and nearly in law with other major manufacturing withoat bothering about the other four measures. Unstable and irregular piling of flasks. patterns, and other., materials and eqwpoQS, dust laden atmospheres, conges tion and crowded work spaces mad poor plant layout togrtbCT with irregular, crowded and mu sail shies make for poor housekeeping. Sack cmfidosi can be corrected enQy and with little ripcuse- It reqalxm km time and km fTptwf to ntiU'sh and maintain good housekeeping caoditioos than it does to crawl around and over the disorder that is typical of many foundries. This major aeddent pro ducer is a mamgement problem andth* foun dry management tint permits poor house keeping is not only tnrificteat but qlrainiBy negligent. The next major unsafe condition--that of the bd of prruxal protective equipment ' respeatibk far iwly ^ per cent of the injuries. The ever pntut eye humid hum rtilppfng; ind griniTtng iml fri-- ibt TmsTHin at mohrn metal require* seme form of face Metals Section 13 and eye protection such as goggles or face masks or shields. There is also the need for safety shoes, leg gings, asbestos dotMng, respiratory protective equipment and othox. This problem Is more difficult, to solve than others because it re quires employee cooperation and participa tion. Employee cooperation can be secured ss we shall point oat later, bat it is Ant neemmry to bare the right types of personal protective equipment available for at This is a management problem. Unsafe working conditions Indude unsafe lifting conditions. Because of lack of adequate mechanical lifting apparatus, employees are often injured when attempting to sake mod move heavy and bulky objects by hand. This hazard Is also dowdy related to poor house keeping who Hiring b required to be done to cramped and crowded quarters--or remov ing objects from unstable pflea--or piling heavy objects too high. Industry In general has found that most lifting accidents ran be prevented by providing adequate mechanical imuffing equipment, Onrafe lifting enndirioos were involved hi about *0 per cent to t; po cent of aO foun dry Injuries. These accidents are due partly to Inadequate supervision. In aU work that Involves lifting, the immediate supervisor should be required to sec that proper space is provided for the job and that adequate teams of tatn or proper medmricat lifting equipment are available. Defective agenda accoant for sboot 10 per cent of all foundry accidents. There is a definite need for the dose inspection and prompt Huinttiawy or replacement of de fective equipment, tools, hind trucks, drains, cables, ding*. {adders. Basks, machines, qtc. Uneven or broken flooring is parricntarty haz ardous doe to ourying or casting heavy ma terials or molten metal. Such harards axe anally ebrioet and are seldom difficult to correct. This aeddent cause ran be controlled if and when management desires It, It k doc sorprising that only 7 per cent to t per cent of foundry accidents are due to lack of nisiTi nil il safeguards. It b suxpris-' ing that the patentagu axe not snaHer for state laws and regulations have been in force for may yean requiring guards for moving parts of tact. exposed to hazardous con The lack of guard rails oa open-sided Soon, ce au-wilks, and around pits, or the tack of goards on belts, pulleys, gears, shafting or on flywheel*, tumbling barrel*, conveyors and other equipment eepased to hazardous contact are obvious. The hazards ate well known. It should not require much urgiog to secure guards for such equipment and yet employees are still being injured by un guarded machinery. Sometimes machine guards are designed merely to meet minimum state requirements or for appearance; to promote sale of the machines, without regard to the extra pro tection which could be Incorporated into the design at a slight additional cost. Mechanical safeguarding is a management problem-one that requires constant attentioo to see new equipment k properly guarded before being put into service and that guards are Installed on ok) equipment are properly maintained. Obviously, then, to control the five major onrafe conditions, which cause-approximately 90 per cent of foundry injuries, management must-- 1. Provide and --tnftw good housekeep ing in aU work areas. s. Provide and require use of adequate pisasul protective equipment where sock equipment b warranted. 5- Provide mrvhankil lifting and handling equipment or sufficient atthrance when manually lifting asd moving heavy and bulky material*. 4. Provide nt maintain --equip ment, material, etc 5. Provide sad require the me of proper guards for *n machinery and equipment.* It has beta pointed out that 90 per cent of fauodiy injuries were due to a combination of unsafe walking cuodftioas xad unsafe personal portiere. We do tsot mean to infer that the efinunation of all unsafe working conditions would rifmlratr all the injuries. We still have to deal with the worker who may wilfully- or unwflfuBy perform unsafe acts that will result eventually in injuries to himself or to others. Approximately 1$ per cent of foundry in juries are charged the practice of using -unsafe equipment or using equipment unsafely. An employee who works on un guarded or improperly guarded machines commits an unsafe act although thou U Uttle be can do about it--be might report such conditions to bk employer, or be can I 14 35th National Safety Congress, 1947 refuse to use unguarded machines aod there by lose his job. Tbe employee has little re course if management refuses to guard tbe hazard. On the other hand, tbe employee may lack skill or lack a full realization of tbe hazards involved. Many injuries occur the- esnployee asm his hands or ted to guide sus pended ame loads into position instead of using tag lines or books. He may unknowing ly try to Blit loads with equipment designed for nodi lighter work. Or, be may iumust guards from aettinre or make them ineffective. Thorough mining and competent --perHam will aid materially is reducing injuries from tkkoose. Employer* may Cake muiitu positions or amume untile potties while doing their woek. Such pnttkn acemmt for about to per cot of aB injuries. When an employee walks tw stands nnder mpnifad iosk or works or watts in from of wring --hides or too dose as other nwplayeu who are nw- i meed, he is ***Js*-g uk peso t so part. throogh iliraungh < right to know why they are required to wear such equipment as goggles, safety shoes, air line helmets, respireton and other devices. Those companies which have time to explain to their employees tbe need for per sonal protective equipment, why it is designed for their protection and bow it should be used, have secured muds better compliance with shop safety rules. U should be recognised that respiratory protective equipment Cor protection harmful dusts and gases It intended for <--ergency use only. It should not be used to replace sound engineering ooatrob to re move atmospheric contaminants at tbdr Injuries resulting from manual lifting of heavy objects present a serious problem in foundries and account for about so per cent of foundry injuries. Injuries from unsafe lift ing practices indicate a lack of ddB. bd of training* and a lack of appreciation of tbe hamryh involved. Of curse, tbe complete elimination of moat lifting and handling would avoid injuries from this some, but is an frepomihlc goaL Neratfeks, mar fuumlihi could materially reduce lifting in juria by carndrng the ore of mrehsnii.il Hiring equipment. In thorough training of aB tmplojuj in the mis methods of lifting sseold go fir in preparing injuries from this source. Ear many yens, safety coginm and otben hpue known the drat aim of fswndij accidents and mohods of cnoooBng such ~i-----irfi--r*---i Tr~ilr|ird Tlwss h s osilili of prstthnl Infas--ath-- iu the Mulmsil prevent "!*-- t frid -- theugfe we refared to allow --sx--ataere tpkw sreafi- araflshlc. hy mnpnm, the cmfliyte dohts a safe pnttiw by scfosmg to ate k. The pint which pmiiu poanl pcoceuive equipment and -- --iy revises employees to use it to comply with sace laws decs little to avoid injuries from this merer: oor do sbop safety rules requiring the use of such equipment accomplish iw ppn wihn strioly enforced. Efforts to force employees to ose personal protective equipment, however, have met with little succms. Workmen resent wearing equip ment that does not appear to them to be necessary. They want to know and have a Tbe basic res-- brilsif the Wgfe hern iate in fooodsia hvlalt, i. A lade of laccrere hi the pwutke of aoadents on the pure of management and its dhregiid of aiaihbk iolanU' tkm for the control of hazards. *. Lade of information mad "know how" on the part of foremen, y. Lade of employee training. We have pointed out that a few foundries, targe and small, have been able to operate with relatively low frequency rates and some Metals Section IS with perfect records for more than spooooo man houis. This Is equivalent to a foundry with loop employees working a frill year without a reportable injury; or a foundry with loo employees working for ten years without a lost time injury. Tbe managements in suds plants have been personally Inter ested in tbe reduction of accidents; they have set up tbe necessary measures and procedures to control unsafe working environment* and unsafe openling practices. They have by their example proven that foundries can be sate places in which to work- Others can do the same, if they are Interested.. Foremen are frequently given a lot of re sponsibility by top management fat' the ns ducrioa of udiknw bat lack tbe oecewary informstioc and know how to do the job wdL If supervisors are to be held responsible for the safety of their employees, they shrald be given the accessary tools to ambt them in tarrying out their responsibility. There took iodude: t. A state--cat of policy rearing dearly what is czparted from tbe fare--k a. Thorough m safety fitodamea* tab and !o garni farrow whip. j. Training grueednie and mtafag aids far employee job naming. 4. Aacheriry ao am a--ale caadkao--. 5. Time -- --fee aacmmry faspeetie-- *ud 10 gne f|lijrr rviing . Technical Bars--e --ch aa pwbffcaria-- 7. Acddent muse statistics broken down to & his particular department. 8. Competent coosultatioo service as might be provided by the plant safety engineer. Insurance safety consultant, state factory inspector and otben. Too much emphasis cannot be placed on the value of foremanship training in a pro gram designed to reduce foundry accident*. Such training courses might be set up'under the direction of some plant nttrlil or placed nAr the direction of the Engineering Ex tension Service of your nearest engineering college, or set up in cooperation with your corapetaaiioc insurance cams or otben. Nor should the importance of some type of formal training for employee* be over looked. Job training for each employee will go far in reducing unsafe personal acta but formalin*! employee training ia strongly in the following am*: 1. Proper method* of lifting and handling a. Need for and use of pcnoual protective equip--eat ws --fo rWSiny j. Fiepu ose of tools and equipment. Aoidat rates in the foundry industry are dfapaohUy high. Bare theae can be, reduced --mcrioffy -- they wiB compere favorably Sh lam hniaw infaexia through a pro. l am ep -- (1) cowtrol unsafe working fa) 1--ml uosafe personal s of foundrim 1 interest in accident be given j to carry out I employees mure be given not only job tmfcnag bat formalized * of fotndry opqation. ^------ TV------------------------- ^ - - oMittmc fzjqiictt nocoESf B? MILIOH & KBOHENKBa MIX AareMoni MrerficnJ Dirockor, CatapQksr Tractor Company Regarding factory employment and work ing omStfaw, a cwmwb practice is to use tbe tan "industrial hygiene" which takes into cot--deration not only optimum at mospheric hygiene; but aho acceptable and necereary healthy workroom practices and sanitary measures in order to bring about what may be termed a desirable "mea-jobtmvinmmmt relationsWp." Hygiene and mlery are merely two para of the nat thing. The safety dement, coo- ccroed with pfayweri farces, is dfreesed toward safeguarding rmplnym against injuries, ex plosion. burns, suffocation. and other types of physical injuries, resulting from acci dental occurrence*. The hygiene element is concerned with physiology and toxicology and commonly involves forces that are 16 iittimti Safety Cmgrtts, 1947 "Safcry fioT* wads it now a mD apn> iL its opmrinn m tpemdod ifat its ntrnriou to kdadek)|iaepaaiaiat wdl should fasidwe little >pwg Xna- nmch m the health of civilised nu it never certain, not guaranteed, and not self-perpetu ating and therefore requires the constant ex- crate of hat imrilipna and the oberatiae of otheis to keep it oa the right track, the progwiwe and enlightened exeaitive will accept and share hit respoosabflity for on- ployvac health. Tbote of yoo who ps*rtpan in such programs will bold the Irarimhtp la your respective Industries, the regard awl loyalty of your employees, and the gvsrimd* of your stockholder. - Since we same have faces and should tec things for uuutlvu, let at wmg an imag inary trip through a phot We will not con cern oundvet yriteafly with indtridnals, but rather with rnviiweieil conditioot or manner of work. We will mbim that the employee bat bn propaly tefcctrd, nedi- cally approved and nHsftnorQy placed an the Job. We aB tbit he phase oar nml audit, it aim at ikn rmiidiig the nature aad acope of oar problem. It tenda Is ame at a guide for the non detailed stadia of that en vironment which may be Decenary bur. As w* proceed through the workrooms, and before waking any tprriV determinations or derisions. or recommending corrective or remedial measures, it it a dmirablc practice to grade or classify the manufacturing op eration*, puuau and aroakroom practices observed into three groups. (i) Those that are obviomly safe and hygienJcally sound and need not be the sub ject of initfal action. Tins stems from constant maintenance and eternal vigilance on the part of management. {*) Tbote conditions that are the source of complaints and causing difficulty, or. are deemed wane or lot acceptable than good industrial practice dictates. Since the condi tions observed are admittedly worn; control Miron May be turnhared at sm to abate the tffirarfiag facton. <g) Are these ronrtfcfcn net zewffiy cata logued or dfaeernfble by gacanl ofc--Vnfoo. The egwMit of that lerliuuaiM my not be within sale and healthy Mato and there fore beyood the threshold of hnawur physiologic adjustment. This aflt Car farther study. From a ewvBcal standpoint we know that an individual can by gradnal tolerance to wide variations la hit tracking arriroamenr physiologically adjmt hh bodily functions. Beyond that threshold idjimimnr, st it not potrible and that it when trophic tono. However, research uudiei have gives at cer tain bench marks to guide ns which are in geocsal use today lor Inlaifting Many etpotato. Engineering ingenuity boa Mpwt lend the way. la the ODoae oi oar Thai survey, data is alto GoUccted cancel niog materials used and produced, protean and oprrafiont. by-prod ucts ensued; abo extent and type of sanita tion adequacy of fa. olitks, presence or ahsence of temperature tiunsq aboacmal bomldltio, odom dh> eetaable at well at ether kindred and related hygiene underirablo, which under certain csmdkfoos con become ddderixa. The type of control measures in operation and other mfaguardt la use axe aho noted m to whether or net they are adequate, approved, and of proper design. Aad above aQ, whether they are effective. Having wmblrrl this Information, the neat pimt in this dlignrwrtc procedure is pokes of m the quantitative stsdy. la pur pose is to determine the extent and degree of the exposures or faar^rde wqwttii Here is where we undertake to analyze and meas ure precisely the magnitude of oar problem. This say require atmospheric sampling col- lection, air analyses, and other precise ntfrhininl and iSnlwl mxluiik q detCT- minatlons whether it be far an unpredict able or undesireble dost ezpoture or at mospheric gat contaminant. By Being able that to precisely mature the ext*.at of the problem. It terns at a basis upon which to coerider, develop and aBord protective de vices and other cootrol measures for the spedfie problem to that area or workroom. ' With the facts obtained, properly cocretated and evaluated, a decision nunc be --d* as to whether or doc the situation it harm ful, and, if it it, what action mote be taken. Metals Stctiem 17 trot an imlmulal heahh hnemd. The gcdfic cooditioos mimawrml in each plant will detomine the type of oeecrol and protection to be empfoyed. Three are. however, five principal methods for the mlniatiatioa of sa exposure? i, <i of a noo-toxic matreial foe a toxic. Steel grit or an artificial abrasive us place of sand to the sandblasting proem t, Complete enclosure of a harmful proc- To pitvtut the potability of it becoming a gensal aooospbe'' contaminant, the hazard <an be minimized, * as the modren en-* hbiB parts. j. Local exbanm vmfilation. This it the matt frequently used method of control and ate to prevent atmospheric pollution by entering contatninanq at their point of origin. This fa not a Job for a tin smith. It toqnlim wtm and con- t mum be with care, knowledge relative to the physical and chantod properties of the various atmospheric cootamfaants it essential before attempting to design iijimw equipment. 4. Wet method* for certain specific proc- t to fag producing procewea. such at to rodt dsTTMag rod loading. 5- Buqilrmrey penrerekm. Are for ritwatimm whree other means of cootrol 9 be Imf ulVihlr. inapplicable or at timet qua ifix-tlw. At this patat, it it not unusual far some one to my time aB this b "big plant srnlf* which the mmffi plant cannot undertake. Tben we am are that production efficiency it only far the mg pint which the mnll plant i* uadertske or aSovd. This it not true. fatoriva of mdl plana often hesitate to tmbaifc oa mdi a hygiene program be cause they me looking far mtbfaoory an- What are evtsbltorment* the she of mine doing about it? How modi of a ptogrem does my plant Mod? What standards of working rooditfoot in asy plant oa be mlted healthy? The wk of maa hm apparently not been able to devhe a matworthy measuring rod that will give a satisfactory answer to the critical, However, there axe many iDdlatkn and sMrfightt that favor the belief that it poyrdivkteh all the way around. It it not 10 much that they cannot aBord a program; it is rather that they cannot afford to be without one. Many mull plants do bare such programs in operadoc. As a physician. Ice me state that while we do not expect every medical pnddona to know bow to perform a thyroidectomy or remove a bain tumor--we do hope and ex pect him to know when it Is indicated and when to call for help or invite the specialist. So it is with oar wntun In industrial hy giene-know when aid must be forthcoming, know where it can be obtained. It It avail able for you. , The following official and ooo-official or ganizations, agenda and astodatioot are prepared to offer you a sendee in some ca pacity. They can be avenam of great help cnoerenlng one or more of your spedfie prob lems. Nooe of them aha to regulate; their purpose it to educate. American Standards Association Industrial Hygiene Bureaus of State Health Departments Private coospltantt (Chicago, Detroit) Other private industries, maintaining such services Insurance aiders--offer faculties at part of their service Industrial Hygiene Foundation of Arooia Various universities (Pittsburgh, Harvard) National Aaodatian of Manufacturers American Association of Industrial Physi cians and Surgeons Council oa Industrial Health, American Medical Aaoriatfon U. S. Public Health Sendee National Safety Council .An additional oontidexalioa about this venture Is that we should further ask ourselves whether or not our workrooms meet the standards s^ - legal provisions of the state holth and labor deportments where we operate. While you may be complying with the requirements for a healthy work room environment, it it also your responsi bility to see that yoo are not creating a pub lic nuisance, hazard, or health problem to yoor neighbors or the community at large. We know that In manufacturing opera- 18 35th National Safety Congress, 1947 tioos, many and varied types of materials and compounds an involved. It is desirable that ywi bate a knowledge of the various uses of each materials so chat the plant en gineers, company supervisors, safety and medical personnel can be better informed and advised of hazards or untoward, effects which might be created. Here is where your purchasing department can usist. What Is bought, bow much and who uses it should be obtained. Develop for yourself a numbered material aud system and get the necessary data about these materials. Qlany* of cau tion. how to handle material and other wain* mg notices can then be prepared and issued. Too frequently materials arid compounds are purchased by trade name only, which are subject to change. On other occasions only catalogue numbers are used. Here again you are working in the dark. It is t--tq know the characteristics of stub materials, what they are; how toxic they are, and how they will be used. Other departments or twits of a manufac turing establishment, such as planning or engineering, likewise play an important role. New processes or operations that are being considered or installed should be called to the attention of those respcmible for the hygiene program. Even if a manufacturing process or operation requires a simple revi sion or change, it sboeld be properly chan neled in order to have prepared the neces sary safety and health cautions and control specifications. This means getting in at the blue print stage. It allows for the bringing of these new or revised operations in line with acceptable practices, according to exist- ' ing codes and regulations in yoor jurisdic tion. Where employees handle toxic materials or are exposed to harmful compounds, cloth ing for the job is essential, These way he laundered coveralls, overalls, smocks. c. depending upon the nature of the job and the type of upsuiu We most look upon such apparel a* tools In a hygiene program In other inwancm a, particular Industrial operation may call far personal respiratory protection. For the majority of hazardous industrial apaam. the selection is a rela tively simple problem When the conditions are unusual, it may be necessary to in considerable <ko!l -^i of the factors, to weigh the advantages and disadvantages, and to repeatedly modify the device or the oper ation until a practical and comfortable form of protection and oomrol is obtained. Each type of uyieor phas some zesoiedoa on the wearer. The qootioc of efficiency is sat isfied in part by the *--*inz anH approvals set up by the Sanaa of Ulna. Respirators should be individually --igwt, properly maintained and inspected regularly. Protective creams white not high eo the list of preventive cinrrei are often one of the only available mans of protection. When a. protective ointment is need, the worker invariably removes k with soap and water at the lunch period ass] at Use aid of the shift, and removes at the some im what ever irritants are oq the din. This adds con siderably to the protection mppoaedly given by the ointment. There are commercially available various types of these protective creams applicable to a long tnHwr of manu facturing compounds and materials. Up to this point we have concerned ourselva- with the atmospheric environment and It* related aspects. There Is alto a zest need* for measures and equipment that go to make up the balance of an optlwnm work room mfimnamr, which nn be e*pi*n*d by sanitation facilities and housekeeping tcrimiqnq. Some phase may be connected with the person as well as the environmcni. They are the Itsnt that are looked upon as necessary personal services which *vwirt be afforded employees. In any given type of industry wc find that the incidence of occupational drrwivrftU bean a direct relationship to the adequacy of wash room and shower facilities. Every employee leaving a plant impropoiy.or inadequately washed, represents a liability to that com pany- Too often there are an inadequate number of wash basins and ahowesv with in ferior construction and maintained in an unsanitary manner, supplying only cold water with no soap or towek. There are in irenrw minimum acceptable washroom standards which call for proper maintenance and ade quate facilities. Separate washrooms should be provided for each seat. The common towel should be prohibited. Individual towdt of paper or doth should be provided and proper receptacles for of nnT Other hand drying apparatus may be substi tuted after approval by the enforcing author ity. Soap la a suitable rtlspsnar be provided. There are available it darners for the normal skin, the aankive or Metals Section 19 dry skin, or the defatted skin. Reinforced viw clearness to aridy remove tenacious oOs sod dya are aho available and should be provided. Ptimhaow dc of various solvents for l>rofW is a poor substitute for safe and proper soap. Avoid bush, strong alkali maps as they thenflrrt arc dermatitis producers- The urn of foot bath preparations, white not snxTvxally accepted, are in any event liyikakaDy sound, Another hygiene requirement involves the adequacy, spacing, and peeper maintenance of toilet fadtftks for both- male and female employees. They should be readily aatribk, adequate la number, of approved design and coostmcriog and prepgiy maintained. They should meet the plumbing coda and building regulation* of the local enforcing authority. An adequate supply of toOet tissue, ia proper holders, as weQ as adjacent washing facilities should be provided. Let me date hoe that the contraction of syphilis or gonorrhea from toilet sots may he rather remote. but the tvraUoa skids results us not using toilets induced by filthy arrangements is not remote. ToOcts recking ammxtiaal odors of stagnant urine and feral material are csxeUeat conditions of chronic constipation and other Ok. A separate lnndirooiiv should be main tained in every establishment unless it is convenient for the employees to cat lunch away bom the plant premises. No employee should be permitted to eat meals at his work bench. A company lunchroom or cafeteria if maintained should meet.the sanitary codes of your (Muaoity, and the Idtcfaca kept free from filth, rubbish or other garbage. Very few iln iinanm cause more plant disrup tion and at the same time lowers employee morale than an outbreak of food poisoning. Such incidences create various rumors and came lack of confidence. A routine program of and supervision mutt not only be directed at the plant cafeteria, but, in tbe cm of flood caterers, to the place of produc tion and point of dbtribotiou as well. Dressing rooms and ventilated lockers stock! be provided whenever tbe type of mat petformed invotva exposure to exces sive dirt, grease, fa"**, abnormal moisture, tie. A two compartment locker with separate bdKrira for work dotbra and street dochra should be provided Cm* these whose dothra are to contamination with poison ous, jnirrrion or irritating- materials. Pro hibit the' storage of oil soaked rags and dotha since it invites the danger of spontane ous combustion. Discourage the pernicious habit of keeping food in these facilities since It invito roaches, rats, and other pests. A re tiring room should be provided where women are employed and have it equipped with a bed or couch. To further promote and encourage hygiene practices, various arrangements for laundry service of plant work garments win go a long way in strengthening such a program. Water supply and drinking facilities are always a matter of prime importance. All pfacra of employment should provide a readily accessible supply of dean, cool, whole some and mfe drinking water. Tbe common cap, open containers and inadequate num ber unapproved types of drinking foun tains should be glimlnitwl. Where water is takm from an unapproved source to be used for industrial processes or fire protection, nodes should be posted stat ing that this water is unsafe and should not be used for drinking purposes. This fall* into tbe realms of sanitary engineering and on be worked out satisfactorily with your local health authorities. It also calls Cor avoiding tbe pcawibCliry of polluting stream* and bodies of water in your cocaempty. Erie Johnston, formerly bead of the U. S. Cfcalnber of Commerce, once wrote that "the bat rough tat I know of the efficiency of a factory Is its cleanliness* and so bur interest in furthering plant housekeeping taka into consideration tbe maintenance and-condi tion of factory Boors, workbenches, aisles, windows and overbad structural supports. Wherever practicable, dry standing room should be provided. Sweeping should be done as often as nonary and ia a manner as to avoid dissemination of a contaminant. Floor* should be kept free of oil and protruding nails and splinters. Where enspidots are used, they,.should be cleaned daily. A fao"* which affects every manufacturing environment and has a bearing.oo employee well-being and bolth concerns illumination. Tbe quality and quantity will naturally depod upon the weak performed, illumina tion standards are available .through many of the agenda previously listed.-The bene fits provided are a greater accuracy of work manship. las eyestrain, las fatigue, las lea dents, better plant morale, and improved quality of product. 20 35th National Safety Congress, 1947 The new science of color dynamics also merits your consideration from a hygiene standpoint. While-colors have been used to identify danger points, we also feel that they may have a therapeutic value. It tends to reduce eyq fatigue and lessens nervous strain. Certain colors such as green are said to inspire patience. Others such as blue are said to reduce muscular tension, while yellow possesses value in overcoming neurotic states. Color can give you a lift. A mikstooe in pregras toward protection of employees from the harmful effects of atmospheric contaminants centers around wfaax is known as maximum allowable toocoas* items (MA.C.J. They are useful to many of os who are charged with the maintenance and promotion of Industrial hygiene. 'Ilsesc standards also save as a basis for the engineer in designing methods of control. Offrial and Doa-oOdsl agenda have recommended some and in otho instances they have been de fined by law or regulation. Ascertain what your state codes call for and avoid confusion. With these bench marks there b an oppor tunity to gage the workers' environment in sofar as it affects health. Without mechanical ventilation, many im portant processes In modern industry could not be carried on and many useful materials would have to be discarded because of men ace to health Open doors and windows do not constitute a ventilating system. Since this is a special topic for one qualified to disc-- its design and application, I wffl'ltave it for tbc caputs. ' Overcrowding of men and "*'" b neither conducive to efficiency nor,to good housekeeping, sanitation and health. Epi demics and other contagion are possible in dose quarters. That which is orderly and well-kept has a definite human appeal. Work in hoc industries' may be responsible for a number of physiological derangement*, the acute effects having a direct bearing oa health in general, on ability to' work and some relation to accidents. The conscientious use of salt or salt and sugar tablets has largely eliminated the disability and dlsonswfort which were so prevalent yean ago. The tem perature requirements In industries having extensive radiant sources such as a foundry cannot readily comply with desirable tem perature tablet. However, a few observations from the physiological viewpoint concerning optimum conditions of temperature and "bu- aridity Car industrial operations are appropriate. For mdeutuy work the optimum tm* perature is between 68 and 73* F. There should not be a diffBcnce of wore than s* F. between the temperature at the floor and the breathing levels. Far moderately hard woric/ a temperature of fj* F. is preferable. A relative humidity of 40 to fib per cent te generally considered beet in these tempera ture ranges. Air mnaient shooId not be over 40 feet per minute when the work it not strenuous. The air supply should be suBcent to maintain the desired tempoamre and hu midity without drafts and ea remove odon and Mbs enmamitm & Air movement is of value if air is wanted --the tem- paatoie is above * F. The eeaumon belief ibu dry air la irarif amt harmful effect has never been proves by eosrioclag evidence. Under >"tsin operating cotodhSoas ab* normal BOtae levels may bare a profound effect ea some workers pradndeg fatigue and kindred phenomena. Long ciposnre to sounds above a level of 8a decibels me disturbing and uncomfortable. Noise redaction at the miw awry be Tinmjilfihril by ianhtkia, y***1 farms of machine dedgs, proper Often shot correct posture scaring h needed.the mute. (hath whet* it has been neglected. To hare is operatoe seated at a costly machine oa scaring equipment that "Vk it herd or impeccable for that operator to get the best sad the mod out of the ma chine is a poor and costly practice. Empty strange crates are not the answer, b sedentary occupations, the employee mat be seated at that certain bright srhkh places him in-nat ural and convenient eye-level end ana-level relationship with the working plane. Other wise; the requirements of the body are dis turbed whkh taxes one's physical and mental energy. AH provisions for the arell-befng and com fort of the individual by the'employer will 'be futile, it the worker through ignorance or cardemess falls to observe and cooperate. Continued systematic iastractiou and educa tion are twitsiij and are a potent factor in the success of this movement. Where snch is lacking we find that more ignorance ex ists concerning health matters than many of us, even the aaosc imaginative; realise, ft is in (hoc plants wbere we find employes who "ward off" illnem and til-being by wearing various conoocticns wound tbdr neck or in tbdr shorn. Lady kinds powers of 21 Mr by a --prmion of the I Ifi whkh top management, the pfayri* mgbms; safety apqu and ocher techyuwmd pmtkl|arv. It is not a ooe .ah. Gammuoky resources are also availaMr hdp you. Those srho provide and win find it an antidote :* tils. -33ewist*tifia>i vkwfc^ws WEDNESDAY AFTERNOON SESSION ^ October 8,19(7 Dec. 1^47 ,w v.f. Presiding: 1.1- UDINGER. Safety Director. Intend M Cm XnllT El. XM DmocffftqBoo--fa on Aid lo Sd^y Training and inifeicfen By E.B.EOOCX Supoifiisndtn! at Safuty & WaHara, Jaom & kxaghHn Steel Corporation Mach has been mid about the four Eh of a wefi-nmnded nitty progmm-Engtoeeripg. Education. Eaiorcement and BaWhua. An are haportaat and must be used effectively if an aeddent-preventiaa program is to be socEmsfisl. Of the fear fk Ednadoa for safety with Hs many and varied aspects, has been giwn a great deal of thought and planning. Fre quent and periodic analyses of lost rime acci dents in a steel plant disdeae from Bo to go per cent of these scddoti are canard by naals practices rather than n"--*- coeditions. Tbme ptneutagm vary from month to month but hold surprisingly mmttnt within that range. Too often the employee injured has failed ts think befate acting. Accidents result from sadk awn as (s) lack of good Judg ment. (b) abreaction, (c) inexperience, (d) distraction, (e) incomplete instruction (f) disregard of Institution, (g). horseplay, (h) lack of atertnesL A need for tether and con tinued ofaotfan of the employee is neces sary if the accident rate is to be reduced. Among the many ways of adopting the em ployee ob sttMat prevasrioa. various rink of risen] aids have beat developed. The March hat of the National Safety News carried the inflnwfni statement: "It bm been reposted Army and Navy iareractoo have Sound by tesr that oadnti learn up to 35 per cant more in a given time and remember fig per emt lungei when amvcetioual texts are supplemented by maria and other visual aids.** Some visual aids are old in years of service, others are comparatively new. Among visual aids are bulletin boards, morion pictares, sound slide films and records, safetygraphs and demonstrations. Demonstrations can wed be used to illus trate a disci--teat or instruction on some one item or phase of safety. They should be tued immediately following the dbcusion, to em phasize and fix the Idea la the minds of the. audience. Most of Qt retain more that we see than what we bear or read. A well-planned demonstration will create additional interest in the subject under dis ci--ion. Foreum frequently request some method or aid to vary their safety meetings with employees in oitkr to increase tbc interete and to prevent these meetings from becoming routine, dry and uninteresting. To meet *hh demand, demonstration units have been devised, shown to a group of foremen, and then turned over to them for use In their meetings. A demonstration emphasizes what may and cut oecnr if the safety role or safe procedure is not carried out. Too often *we hear the consplaint that vobal safety instruction "goes in ooe car and out the other.'* A demonstra tion will drive a safety idea home perhaps move than a lengthy dHtmiion or written words can do. To ffli--rat* the nse of "Demonstrations-- 22 35th National Safety Congress, 1947 As As Aid to Safety Tninlof and Insanedons," two demonstration units are here pre sented. They were constructed in our Gen eral Maintmance-Electrlcal, Department at our request. The first unit demonstrates what can occur if a main power switch is not opened and locked out before employees repair or work around machinery which can be accidentally placed in operation. We have rules m our "Rule Book for Crane Operaton and Repair- men" and in two Safety Dept. Standard Sheets, which state in effect that before start ing repairs on machinery or cranes, the main power switch must be opened and locked out with a special type safety lode provided. The foreman or employee in charge of a crew must open and lode the switch or in the case of an individual employee, such as a out man inspecting his crane;' be must open and lock the main switch. In any case the em ployee locking the switch must keep the key oa his pessoa, and be alooe unlocks the switch. Id 1943 a &ua! accident occurred In our plant, A laborer was using a above! to deu steel scale from under the discharge end of a sted bQSct charging table during a tem porary shut-down, when the table began to more and several 8* x 8* x it' blooms, moved by daln and dogs, were shoved off the cad of the table oa top of In this case the labor foreman assigned the employee to do this work, but Instead of go ing to the mala power switch looted oa a platform about 30 feet away; decided Instead to station himself at the nearby master con trols used by the operators and which were in neutral position. While the employee, wbo was later fatally injured, was shoveling oat the MiiiwutasM (calc, without warning the chains and dogs go the table started to move. Three witnewes later tratified no one touched the master controls, which were in neutxaL One witaea. the skid charger operator, testi fied, he then jumped to the coptroU reversed them, bat without effect--the blooms continued to move in the ooe direction to ward the deceased. Following yhi aeddent, thh duuuusuation unit was made up and has been used through out the plant with what we believe to be ef fective results. This unit consists of: - (a) A board oa which the equipment la mounted and is portable. (b) An cxicnsioa cord to plug in any dw by outlet. (t$ no V So cyde A. current. (d) Mala power switch with wire guard (e) A small lock to represent a safety lock, with key. (1) A hsU motor behind the board and attached revolving gear planed in front at the board. (g) control and level. (h) Magnetic contact, operated by the mas ter control. (I) Glam tobe io represent conduit with two wires enclosed, connecting the mas ts control to the power circuit. (j) Both wires in the glam conduit have part of the insulation removed to cause a short circuit. (k) Bottle of salt water with bulb and glass tube, to insert watn. (l) Bottle of fresh water for Bashing pur poses. The second unit demonstrates what may and can occur if a fine in an electrical cir cuit Is replaced by a fuse of higher^ampere rating. A fine Is obviously a safety device which fuse* or burns apart at a predetermined maximum electric load. It suits to protect doc only the electric wiring bat aba the equipment, such as the motor, from over loading and subsequent damage by beat or fire or both. When a production machine driven by a motor develops some trouble, or the operator overloads it, the motor attempts to drive the machine and if the ovoiood hernmex great enough the fuse blows or Eases. The usual procedure is for the operator to call the elec trician wbo attonpes to find the muse of the overloading, if electrical, and replaces the hue with ooe of the same rating. However, it some times ocean that a marfilnr Is near its maxi mum capacity and any slight overload, carnet the lose to Mow. In other cases, the operator may be abasing the machine and analog an overload. If frequent delays of the machine (hen oexar. either the rf ~iHir or dcmfcfan nay deckle to croc the trouble by bwerttog 1 fisc of higher rating. My qfctarhal friends will protest tin* asiatat as they, are on . record frequently about amts- thoctsed pawns1 changing Coses to higher rating. * If nothing occurs for a Hmr. the oveiCusrog Metals Section 23 is forgotten* until some day an overload oc curs accompanied by a fire sometimes of major proportion and heavy damage.to wir ing and motor. In one ase the electrical de partment in our plant has locked pend boards in a building where the circuit is carrying about alt It can. Overfilling could cause a major fire in electric wiling conceded in the frame walls. However, both the police and electrical depes. hawe keys. This Is not and work is under way to tc-wirc this building. We are all famtlfap with complaints of public utility companies who service private homes with dectridty. Inspections of fuse boxes in homes disdooe pennies, wire, nails, ftc. placed In fuse receptacles by the home occupants who, instead of replacing the fuse with a good one of like rating, place a penny or other metal object la the socket and screw in the bunted-out fuse, thus removing a safety device placed there by people who have a knowledge and respect fee what electricity on do if abased. This unit consists ofc (i) A portable box. fb) Snap switch. (c) no V So cycle AjC. current. (d) Extension wire for nearest plug-in. <e) A screw type receptade lor fuse plugs. (f) Two outside terminals with wing nuts for attaching u piece of electrical wire. (g) A transforms inside the box to step op the amperage. No attempt has been made to cover the whole field of danonstrationa. A few suggo- tioas for demonstration units In addition to the two just used are: i. A of an overhead crane. This'can be cottsauczcd to scale, wired and used to s. Actual demonstration of an oxygenacetylene burning and welding unit. j. Models of scaffolds and Udders built to scale, demonstrating proper corntraction and use. 4. Proper use of portable power tools. 5. Various types of gas masks--how to wear the" and their limitations. 6. Fire extinguisher demonstrations oa ac tual fires in the field. 7. First aid demonstrations to include con trol of bleeding, artificial respiration and proper transportation of the injured. In conclusion, demonstration unjts can be used effectively to: 1. Illustrate a discussion and instruction in safey. t Create additional interest in a safety sub ject. 3. Hhstnte, what may and on occur to cause an accident. 4. Serve as an aid to foremen In conduct ing safety meetings. 5. Fix in an employee's mind better than many words, the "why" of a safety rule or regulation. . 6. Serve as positive rather chan negative instruction. Our experience so Ear proves, these units have a definite place in an effective safety program. What th* Medical Department Can Do to Xeetet In the Prevention oi Accidents . By HICHAM) I. BENNETT. IB.. MI>. Chief SargaoD. Chicago District, Camcgle-mtitola Stool Corporation Wc mfety men and physicians are in this tsdaoi of preserving life and limb together, and the responsibility of each must be recog. nhed. fit the future, ajy, la the post, muds of the acnw of the safety program will be be- mom m, although members of different profesitm 'nevertheless united and combined on effssts to keep employee* healthy mud to tap employees safe. Pder to 191a, the doctor's activities n viewed today, were non-existent. It was the thought of practically everyone in industry, employees included, that physical fitness was the sole responsibility of the an- ployee. In many cases, this concept went so for as to consider the employee responsible for securing medical treatment of Injuries as wall as for the payment for sach treatment. Remember, too. that tbe hygiene and health knowledge' bow obtained by urban high 24 35th National Safety Congress, 1947 school students from parents, or m hygiene or physical education dMM saw ilnwt en tirely tacking. Although deplorable, It it DOC rarpriring tint this faufe of knowledge, pin inadequate medical ari2itfet, eery often re* salted in widespread injection and incorrect healing. Judge Ebert H. Gary, the first h--d of United States Steel, took the lead in Hiww. log that ofety and health and welfare wait to be the prim* factors of owideratkm in the anting and taping of acd in the eor- by the medical itithu. And list nwiTu from such a procedure wOl he a ataadxrdiation of the health nqataMOi lor an individual plant at we9 as far jabor job type through out the entire company. X chink that ft k onty the plainest form of logic to my that a wifi wmftd leal erumlnatlan wl hove a tfirect baring upon our icrilknt frequency races. A ftdtby man, with a sound salad and body, ft lea apt to commit safety errea than ene bothered by m health, mental wrath*. dc-vUtk should pwarioo. Oat of the philosophy of Ebert Gary, and modified. of coonc. by the rises we have gone tlauugli has cobc the of oar own molli il dbUon which will probably be quite similar to one ut per own organization. lave been picked op by the eoaftim physi cian. Yen, en the other head, asake na by radadng accidents and injuries mm the fmb for which we say be k phynfcsBy qwTTfiiiT This rrfarWnWp In an work h worked wooden In the pose, and It ft ene to which This concept reflects a means of dcta> we will hold for the future. mining the pfayiial fitness of an employee in the performance of his regularly resigned job and a meant of directing professional medical service that might be required for the preservation of the health and srdlbeing of the employee while on the job. Formerly, a very ennory type of exaatination of the employee at lift original entry waa cooodered snftdenf so that actuafiy the only -definite, scientific knowledge of the phydcal fitness of the employee (unless be had barn hospitalized or treated as the re That, as simply as we can state it, repre- mit of an accident of disability) was obtained sents the thinking of the corporation I rep resent hoc today on the subject of i~<--*l,1 bollh and the port that we as doctors wiH play with you in maintaining It. at the time of hft original entry Into a com pany- Yrt we know from actual experience that the physical oessdirion of an kdlvikol might aha through Infinence of oocunenees But by Itself, It means nothing. Backed up while an the Job or away from the Job. The with action, it does. What, then, will the armed xnkci, dmlug ift war period, re action be? ported an ixtiianlj Idgh sale of hnqitriTtn The fine step we will consider, becaase It tion or trrarasma requited of Individuals Is the fint step In any doctor's work, k exaasination, which we all know is the means who arrived in camp lAcr a foilnnjTi. love, or week-end |ns^ and fnduwry has eeperi* for determining the physical fitness of the enced. to a minor degree, the aoe thing employee. To be effective, the examination ever store it bepo so look into the [mJiii*n most vary In accordance with the physical Unless, however, such an individual ft no the expenditure required by a particular Job. type of Job which requires a periodic exami There need be no elaboration on this point nation there ft no way of determining, as since X am sure that it Is dear to all in this room this afternoon. Clerking, for example, things stand now. whether any change in his physical rendition has taken place. calls for a different type of physical expendi ture of energy than does, my, handling v| packaging tied plate. Whit la equally as Important, however, yet not so srfdspread as yet k that the physical Cam of the job-- the physical fitness requirements of tho vari ous Job type*--should be in the bands of the examining physician. In moat Iwwruw. ft k safe to say, the -accumulation of *--* that should be In the hands of the physician will be gathered by other personnel. The method will be furnished. and the adequacy of sods information will be reviewed and approved When ms individual an I res at a depart ment, In mow butanes, the super slam feds chat the employee, having pared a physiol mmlntlnw to work ia the plant, ft capable of performing any Job la the *t*" i--* wm tisoogh to the pnew of Bfusidhg, the physiol requirements -may have hinriniiT Thsefere. the aeggration k made that when ever the nnrmfain arks far a. mu to be transferred from one department to the transfer be referred to the lauTfcil de partment for approval. I am not advocating that there be e sfeady . Metals Section 25 fmtJ of toeunrfnarions under such a syu- (sb. the frequency of re-exanuna- tfoa would be determined by tbc sasrooas- nem of the Job. Neither is it oar contention that all brought to light would re quire treatment' by the company but that the *--tttfrw could be corrected by the in dividual wreriny treatment front outside the company. The examination, of course, in competent hands, would reveal whether any necxsmry treatment or surgery was the re sponsibility of the company or the employee. The expansion of the periodic examination to employees not now towed by such a pro- endure docs mt exclude the continuance of the {sotni practice of special re-examina- imb of Indlvidoak whose pcrfonaance ladlcstes a decrease in physical fitness. And now. a word as. to the examnation procedure. AD of us who have ever been tick know there k more to a phytidan than Ids training and scholastic standing. Juw as important k hk ability to handle the human rdationsbips of an Indlvldnal employee. It is mfe to my that an employee approaches an examination in the plant without the de gree of freedom and case that he would show towards hk mm family doctor. And ia many jmw, iTw baft k ours, not the aspkryce** or tbc company*. The employe* must not only be to fed that he k getting un derstanding and competent treatment; be mot get it at the hands of * plane physician who nToa tint tbc employee ft entitled to and Jts.nu eiu| pmfc.ijiional consideration. Pure rout!oe examination may tcH the doctor alt that he needs to know, but he must go one step briber and win the confidence of (be ymtient. U you do not bdieve thk state ment. ask some of the servicemen whom you know wim they though of Army or Navy treatment. Now all of ns know that the pwrijfi men in the sorices did wooden in tbc mo low. In keeping www healthy, and In educating men who did net have the props hyglme backgrounds of the importance of keeping srril. .Their sur gery and dialed method* were excellent. And yet. MVnlwJ wot ssany hwplal and dlnic fantallathns in the service that a large percentage of servicemen grew firmly biased against service treatment, contending that all the doctors could do was krue oat "pink pm*/* and no amount of talking or pre- senCation of the facts k going to change their minds In thk respaa. Industrial physicians am learn a Insac from thk: If the doctor does not have tbc respect and confidence of the.employees, bk professional qualifications are neotraliaed and be baa lost some of his cfeaiwim and nsefolm to hk company. Assd what doa thk have to do with safety? empty thk; rite employee who finds a gen uine Interest in hit physical and mental con- at the kwh of the examining phyri* k going to be more receptive to safety mot later oo fa hk industrial life. He will more readily bdieve that they, too, like tbc dorter, are ioterated In hk safety, health and welfare And you can do much tame towards helping that employee keep weQ and mfe if he bos not boa rushed through >n examina tion b* appeared to him to be Incomplete and a "chore1" oo the part of the examiner whether ir actually was or not. Good personal ere compensate for many other sum. and both of ns know thk to be true. There has been considerable thought given to the Ida of availability of medics! talent oo a full-time V*-*- with respect to a 14-hotiT coverage. It would therefore, be well to bring to your attention the manner in which the best medical talent can be attracted with re spect to wch s4-f*oor coverage. To insure capable Individuals, the mrdfril petition a company offers must be as financially attrac tive as the possible income of such an in dividual in a private practice. In addition, there needs to be some sort of assurance or guarantee of the number of years that such an individual would be employed at that equivalent rate. Yet It has also been the ex perience of the medical profeasioa that when ever an individual reaches the degree of security expressed by such a program, the individual tends to tetrogress in keeping abreast with tbc progress in the profusion. The result would be a decline is the cSdercy of the individual rattier than the maintenance of tbc high standard of e&dcncy found in a physician engaged in a competitive practice. To my mind, this offsets the advantage of having medical personnel on a fulltime bosk. From the standpoint of around-theclock coverage, plant physicians are scheduled -so as to insure adequate medical service, if required, at all times. Your experience will ti* gw op {n hfa- many of our industrial injuries today are of such a nature that the plant nones, -who are on duty 4 boon a day and who are tbe pbyridam* representa tives, are suttdent to cope with there in- 26 33A National Safety Cm I9f7 juris. In the an at a n to the udnl at (he decent, three i iw wdl waed in (he ad aid to the iadhUnL Benner, Sn (he the injury ia of a miaac none, (he pa is always mdwhlai fee a aouoataoB ot sack mjny by (he yfepida, so that at no dee does the one aaaaK a responsibility that belongs to (he phjnkbm. What mis this system work, at the degree of Interest the pliyrii.Ua brhp to bis iraifc at the phot and hdny. If ha regards such shits as pertaadory, as a atipafi for which be docs only the ahbm aanownt of work required. that It Is <-- Car a t^m- pony to look for annfhrr phyriclia. HappOy. yon win find tbat akb pfryaksam ana ia aa extreme and dwindling mimjrity. Hoc and more, the physician in industrial kdd week realizes that (teuintenuceof wnfarkddi offers him rewards tfat are more (ban mama- tary; that be is contributing to bounty in an even more eondre aata< tier than he could cm hope to attain through private practice alone. Becaese be b ahn en gaged in competitive hr bis osanaa- nity his standards mnaln high and bis re search and study coatzntse. These arc --|W with him on his visits or to Ms y*"* It is a - happy arrangement, *(, 1 rtrfwfc, iW best arrangement that can be'oade In At field of industrial health and n&ty today. i far the band!. tr a their way back, i aid.. Tboe ... .... . i by the dir f mfcty In each pfam with the assist- *" s of adb department conam at dam ha come a prohremK amhnrece of handicapped m M a afamtemg thing to see. da hnwr been Injaitd at work -- ydd hmpliiliiirlrm which An wa of heaSng ihnSw, or, i of n nmc hm be i to com- s of that pare. Tbb train" I m&al metht In coroia f beta adaptsary practices. f is complete. t the iadhidoa! in type to (he 1 la which f efmrt rei is the mmfmst --V <* . An a wiiuel (far extern cf Thee is one extremdy interesting phase of our work as industrial physicians ths# I serif like to bring to yocr artmrton ales. That is the natle of tad it points ay dramatically, yet acamtdf, srfaat a TfnTlrel Division can do in cooperation* with in effecting confidence and reyert far a wnpuy. As many of yon sriB remember in former years, a handicapped employig nr returning veteran was often pbori <m a passion-type job in which be p1*--1 ip. consequential work of >>* nbe to kbadf or-his company, and ia wfrich the Ww gf the day must have rolled by with mddnfag tloyncn. No active man on take (Ms sen of thing very long without losing Ids self respect. No company, in the w Kg4wl bear Cor long the exoahe wpww of em ploying such men without getting a fslr measure of work in return. *rhe Girnegie-IHinoij Steel Cocpocadbo. which has been intreested la *ht problem for some time. it in --ra--t in tfjj, when all plants made a survey of f* As of hm Jnly in the caagasy, on the reieraa* aide alone, (bite me t,tgfi band! tapped wfrtana rmplsyt f. ggs of whom were known to he receiving pensions as the result of their aria bjnfa. There nmc *9 with > asm or leg wining, sji men with a foot. leg, a Mp Injnty, and aft| with hands, arms cr daWm infnted-nfl wotking. Them were 70 with a bid btjnry who lad been pm on natal peodaaH* Jobe. The listing w.m go on dtba through (be * or injured (aplujts. eratm. and fa lack of *-- Beringoat in the mffle yon would fed these oocr- .bandlapped employes who are treated `m rtgnlarx, who am tboogfat of as rcgnlsrs, and who ronsfabr tbemadvra as ngsha. lfcddac safety, training and have all played a put In their rejovenatfos Metals Section 27 by showing them that they can do the wotfc the eaployees have the courage and the will to mkc good on the work as signed, And they are doing just tint ... Again, oar jnicr-refarioreship is apparent. We do our best to send you able, healthy em ployes. Yon do yonr but to keep three safe. If they should become injured, the physician does hit best to get them productive once mote. And mfety nw sur veys the jobs with able awfsrarw and helps the handicapped man put hiawrlf to rights out oq -(be job once more. Doe fast point that I wish to make is the point of standardization. Three can be no question bre *t-- inJiwrfmi twin* reandards can vary in plant units jnst as the frequency and severity raxes sriQ vary, even though the various units employ Ac same type of .men, fwmiu the -- --w type of work, manufac ture identical or near-identical products. It is up to the medical staff of a company to improve the standardisation of health re quirements of the job, or job type, as men tioned earlier, so that the physician in any of the units will be able to furnish the super visor with definite information so that he can readily evaluate his employees as to physiol abQitim. And if that employee should be shifted from ooe unit to another, be can be certain that bis physical and health rating in one unit win noc be changed in his new unit. This standardirarion with its definite cost reduction assets, can be accomplished in the future by regularly-held staff meetings in which participating physicians and safety men can compare health problems and meth ods of treatment of disease or injury which will bring benefit to the company as well as to its employees. Employs* Acceptance of Saiety Programs By SPENCER W. MYERS Arefskxni ftipsrhdwvW of Gary Public Schools Timreams of any mfety program is dependere upon the extent to which it tenches and is curled ami by tbs employee on the pro- Bee. Until the worker accepts the prepare re being necessary to his well-being, tbs peegEUi remains a paper plan. If (Ms k un the nweine wdl may be asked. "What cn mesywent do an get acceptance of a safety program by the iwkrn?" In examining (bis qnstlon it might be well to examine k ia (ores of (be reaction of a rank and file tracker. In this paper the writer will attempt to take (fare point of view. If a safety program Is to be accrptsd and therefore effective k*mast be planned and atried.out by (be Bar organization from the top admiaherattvn efodal to the neweet recks m (be plant. This does doc mean that the staff organization, La. the refety director, nitty engineer, petsonnri department, train ing department, etc. need not be unscrewed --they n be of put bdp in the planning but final respoeriblHty Cor the soccere, and thereby (be acceptance of a1 safety program, ream Be In the exercise of line authority and respondbOlty. It la therefore mrutial that la planning cr oxrying out a safety program that the marking committee be made up of representatives of top management,, of supervision. and of the working staff, assisted to whatever extent they are able by the per- turret staff organization. No safety program can succeed, do how well conceived, if it is superimposed upon an organization that is noc really concerned about the wel fare of the total working group. Such com mittee pwrifipitAn in planning and improvement of safety programs is the more important **( factor in or failure of such a program. - It k suggested that a successful working imntfKrv? might be made up of, a. a top line production oBdal such as the (faepmideat in charge of production. b. a supervisor bore each important pro- (faction noit in (ba.phat, and c. one or more workers from each import ant production unit in the plant. Where a oaten Is involved, it is probable that (be union is in a posidoo to supply the worker representatives oq the committee to the best effect. This also It possible for management and the union to cooperate in an activity tbat Is of mutnsl benefit and which 28 35th National Safety Congress, 1947 Metals Section 29 does sot involve the discussion of wages, crwfnl on-the-job training Is impossible with mended far frequent use, an occasional article fi)npwii-| th* utrir* limw^il wnnnriny f- seniority, etc out good super lisory training. The supervisor or illnatzatioo showing the effect* of unsafe port becomes fern mcaningfnl and the inter One of the major difficulties in --rahiMiiny teaches job performance to new employees sea upon a worker's health, 6natiers and pretative report more effective. The company safety as an important part of the total plant produttion program and thus creating em ployee acceptance, is the failure to emphatic and only through adequate supervisory train ing it it p--to ptovide superbora with the techniques that are ncoonty to make family fife may be effective. Where possible, this sfaoald be contrasted with tbe health, gnmffal end family sftnatioo of a comparable that has an effective safety program and does not interpret that program ia fas mul report is passing np a bet that is used to the importance of safety early enough. Too safety a pan of oa-tbe-job training. person who has not *wna<t>erf an unsafe act. great effect ia many para of the country. often safety is considered as a separate activ ity which is not related to production. If this difficulty is to be resolved. T****'* on safety in the plant should be initiated from the moment that a person becomes a prospective employee. This that there t"|M be a definite safety emphasis in the wrii inter* view. It becomes the responsibility of the employment to im'ti*** em phasis. If the interview is properly planned, it is possible many fiwi-- to certain prospective employes who are accident prone, in all caso it is possible to give the protec tive employee a feeling that every precaution is in plant for safety. This makes the prospect more interested in be coming an employee and gives him the earn est possible initiation into the safety program of the company. Another activity in which emphasis can be placed upon the safety program is the orientation program. Move and more com panies are devrioping such programs to failiitii* the new employee with the organ ization in which he is going u> work and the mbs and regulations at that organization. The failure to emphasise the importance of safety, in the orientation program. Is a failure to eoavinee the new employee that the com pany k vitally concerned abqpt the mfety of Its worker*. This is one place where the use of visual aids can be very effective. One of the'bat sources of films in safety is nnf "A National Directory of Safety Films" 1943. 1944 edition, printed by Business Screen Magarinc. Oiicifp. Illinois. Another emential step in safety *--;** which implements employee acceptance of the safety program is a properly developed oothe-job training program. Teaching the oew employee to do hit job the safe way is a mult. A large percentage of Industrial accidents occur at the job site and usually derives from ineffective initial job training. Unless some toefa program is a part of the' safety picture; the safety program will never Eon where sffwllw on-the-job training fa carried out. based upon supervisory knowl edge of effective on-the-job training tech niques, retraining is often forgotten when new machinery Is pererisssed or new -- adopted. It is jura as important that worker* be taught to perform a job a new way, mfeiy, as it is to track them to do the job safely, originally, ftfansgmst intwt that procedures far job performnee be written mid raed wherever new methods are adopted, or new machinery is otilired. No safety program, even though adequate in "T"*1 concept, can remain so, union rtwwfiwwwM publicity is given to the program. There are many pnhBdty techniques that can be used. Qse of the eomreooax it the plant or departs*tve hstlefa board. For em phasis the safety hnlteria hoard dwtlrt be fqnnwj fan that which is used fee routine sbubbiiwwiw. It should be a [UlSUStUI structure, preferably in color, and should be adequately lighted at aH times Notices of mfecy tnutcus. of safety records, and of safety tula and regulations should be prominently dkpfeyed. The house organ or phot publication is **>*hfr source of safety publicity. In tbe house organ, the safety program should be romanticised. Routine repeat* of safety rec ords are usually ineffective in giving empfmJt to the safety program. On* of the most oral space grabbos fa* bouse organa is the routine reporting of accident frequency and severity rates. These reports usually mean very Uule In table form. Effective use of charts, using individual fgons of workers to represent so many hundred or thoumod cases is usually much mere effective; Even better Is tbe me of the cartoon or comic strip. When the cartoon or comic strip can be combined with a cartoon character, mch as "Safety Sam** or conversely, **Acrfdcnt Andy**, a menage can be brought to workers In a most effective fashion. A few plant* have used a comic book edition of their boose organ. annually Tbe employee handbook, frequently used 10 supplement tbe orientation program, is soother source of publicity. The least it on do fa to provide a lira of the safety inks lor tbe department la the plant involved; the best thing that c*s be done is to oatline ia brief form tbe local safety program, bow fe works and the sausty far the safety safes that are lisccd. The local pros Is aanrhrr semes of pub licity for safety. Here certain martens should be observed. Nrwspaprn are math more ape to print well developed pahSdty refeim with ream ate hum, speffiag of macs, etc. basis of a telephone aammrtrra Is may ana tbe local pros sfll agree to prise a series of astids on the safety program of a particular pfcre bat anefe a safes should be nrcfcffy developed fe admire and dfemmed Aamhcr hem In which the local press Is I Isaofan taken by The American worker seems to be com petitive by nature and safety competitions have been used to good effect in a consider able number of places. Safety reports by de portments. when effectively praented, lead an aapett of ctwbpetition to the safety pro gram. The positive aspect of safety should be emphasized in such reports rather than the negative aspect. A mfety tnnw awarded pcriodialty to tbe department with the best safety record is commonly used. In many piano, hftnn<i yiius activities reward the departments or Individ- uafe who have the best safety record, or who have done the most to promote the mfety program. In at least ooe company a part of the mringi in compensation and intoranoe a"* h grica in the form of bounaes to super visees and worker* with the most effective mfecy retards. Another agency that can be read crrapriirirely is the plant suggatioo spawn. It Is true that suggmtioos regarding mfecy device*, safety guards and safety pro cedures manor be meaiured in terms of conditions are bhont in the ptodufcm procedure, k is aha one (has may sack muUduu are are aeoeamry. It fa the mpo**aibfiky af maaagnasrat to treaove as many oreafc pfaws eanffriaas as is possible. News paper itprem af the rasps taken to tvmove sadb anmfr randfefesn are news and mO be irpasnd wbsn ynyely putnai by the pknt pnhffdty dgnnora. Safety paraem are another source of plant publicity and met rasffy availsMr from the Mirfrml Sadray On 11 ril Tbe most common aitidra that can be made of atfety poetess k that they are not jiiaml ia a prominent place and that they are net changed bequrasly --|i Peelers far color are always more offwcilen than three that are not, and when they are limited to a picture and a few weeds and placed-at eye level, they can be one of the bcctv publicity msiflntas In the plans. dbnet psaihiaiim mggwlww. Nevertheless if emphasis is in he given to the mfecy program, the rules and iquhtfas of the mggestioo iptre should be so repulsed as to show tiboal tewaids for effucUrt mfety mggestioos. Probably the reedt important statement chat can be made about safety roles is that no plane should have any reJccy rule that fa, not. or should not be enforced. A eommoo ctitidsm that can be made of many mfety rotes is that they are tumccenary and are either unenforceable or are not enforced. One of the functions of the safety committee, therefore, should be to hold a periodic review of safety rules and regulations, with a view to diniiutiny nnim imi J rules estab lishing the procedures by means of which tbe remaining nils should be enforced. Generally speaking, it is better not to have a safety rule at all than to have ooe that k imt enforced strictly and to the.letter. If it is artfully be completely accepted by washers because or semi-annually, which deals solely with the One hale used ramie for mfecy publicity explained to workers in the orientation #i safety never becomes related to the ratthort of performing the jobs In the plant. Sac- topic - of safety. Although the use of tbe so-caDed "honor" technique is aoc ream- is the *mTM1 report of the company. As the base of stodfc ownership beoadeos in many maion and in tbe initial oo-tbe-job training period, that the roles are necessary, giving ' '-. m 30 35th National Safety Congress, 1947 the reasons for them, aioog with the penalties for braking them, there will be Little trouble with *hfc matter. When hi procedure followed, workers will recognize th* the safety regulations' are for their own protec tion. They will not accept such rules simply 'because they are published. Too often the review and analysis of acci dents is made by the office of the safety direc tor or by the research department. This for very neat aeddent classification but it does not result in an understanding of acci dent causes, by top management, supervision, or the working force. While the routine of accident analysis be carried on by the above mentioned departments, it is es sential that the safety committee make a periodic review of accidents. It is only in this way that acridmts can be as to cause--that is, unsafe acts or unsafe con ditions. Win th> cknsificatiOB is by the line operating organization, it is poetlblc tor JUperritioa and the working force to work in the direction of (be elimination of unsafe acts, which is their province--and manage ment to week in the diraxioa of the elimica tion of unsafe conditions, which is its area of responsibility. ^Uud- c-k */. >/ /nAa- 0 u THURSDAY AFTERNOON SESSION October 9, 1947 /Voiding: F. W. KELSEY, Supervisor, Safety and Welfare, Jones h LaughUn Steel Corporation Accidentally Speaking--Ax* Hhraias? Chairmen--S. P. Douk, Personnel fc Safety Mgr, Foknud Metals Sir, American Smelling k waning Co. Answering tho Qaatfcn Participants: Do. Paul MoCroacg, Mercy Hospital, Pittsburgh. Pa. Jamxx j. Lawlol, Attorney-at-Law, Fitts-"' burgh. Pa. A. L Simux, Safety Eng-. Wmtinglmuse , Electric Coq>. Eax Pittsburgh Weeks. Typical Compensation Court WawTi"j Referee--Avm hauuN, Workmen's Com- penatioa bureau. Pittsburgh. Fa. Attorney-James J. Lawus. Ciownl-WauAii Haxt. Safety 'Eng, Uoi- vamt Cyclops Steel Carp. Medial Advisor--Dk. Pack. McGbmcc. Safety Engineer--A. L. Santa*. CHAUUCAN DOLAN: Due to the great number of divmsificd industrial companies openring in the State of Pennsylvania, the subject of hernia las been cootjoremal to the safety engineer, his legal counsel and the workmen's onmpenmrioci Insurance careicn. Wc fed this same controversy crops up nu merous rimes in many othm states, but as we are only familiar with the Pennsylvania law, we are presenting this program under the mis and regulations of the Pennsylvania Workmen's Compensation Act. A hypothetical hernia ok win be developed through an iu steps is a typical ccopematioo hearing. MIL A. L SBEPUk We Intend to de velop far yon a cootiumtial hosla caw where there is evidently some doubt as to whether or not this particular hami* is of an iadmtry origin. . 1 as mfety engineer have called together Metals Section 31 our company physician and our company attorney, for the purpose of discussing with *Ht controversial hernia cue. We hope thar In the development of hl skit, we may get an expression of opinion and ideas from these men relative to the part that they as pbyridas and attorney play in establishing what benh cfifms should be accepted with out rerenratioo, and those which should be denied. Aj the safety engineer, I have asked these gentlemen to tit down at a conference table with me at our plant to talk about this putkalzr hernia case. MIL SHZrtEK: I have asked you to tit down with me Cor a Sew minutes to talk about a berate cam that has one to my at tention and afceie there is some doubt in my *' * at kmc. that it is of todmtrial or igin. 1 was amt eat the shop Boor and one of our tafhjm iffwtiJuil me and told me this scary: A mam ahs was scheduled to wotk a five- dry 4a haar week, had waked on an overt]me basis the pevim fctardty. He told' me that cm Sataaday ahrraswi. be was performing bis nphr pb which consisted of poshing a haded hal crack ap a slightly inclined md. The track was ja good condition. It was loaded with iffitniaitrly 150 lbs. of ucrfaL He mid that whale pushing this nad, he fek a pain and some aaeomfortablenoe ia No right groin. Re didn't my anything ia aayoac about this, but be fin- abed his regafatxly scheduled' day's work and wow house. This Incident owntTM! about t:oa pn. <m Saturday. When be approached me ea Monday morning about u:jo a-m.. be told me that'oa arising from bed he noted again this fading of trocomforoblencw and puttie tn the groin area and upon selfexamination be noted that there .was some protation fa tint area or a lump bad ap peared. He didn't think much of it, fading that it was something of a temporary nature and would probably disappear. To bis normal routine manner, be prepared himself for wotk, came to work, went on his regularly astigaed Job and worked at it until be aw me that morning. He did nothing, he te0s mm, that was unusual during Monday monting. The nature of his work was light, floweret. h fading of pumuie and trnmaifhcril.JcBew as he called It, persisted. There was no acute pain however. As a remit he came to me and arid that be thought he had been Injured the previous Saturday afternoon. In questioning him at length. 1 found that on-tbc previous Sunday, he had taken his family on a picnic. On the way to the picnic grounds, his car developed a Bat tire. He had a most difficult time changing that tire inasmuch as the wheel lugs were hard to remove. He exerted considerable effort on the tire wrench and while doing that, he experienced this pais again. At this time, the pain, according to him, was so acute that he had to refrain from dunging the tire and got a garage mechanic to complete the Job. Several boon Uter, the pain subsided and be appeared to be normal. According to his statement, however, on Monday morning; be noted the lump In the groin. s Now, Doctor, when I got this story, you know that I referred this employee to you for examination became I suspected that be had a hernia. As you know, you found a very definite hernia existing. Tell me. does there have to be a severe blow in the abdom inal region or extreme effort exerted in lifting to produce ond How does a hernia come aboot> I wish you would tell me a little about these things. Doctor. DR. McGEORCE: I presume that you are primarily Interested in hernias of industrial origio, and I have therefore confined -the discussion primarily to a dbansfon of causes and types of hernias seen In industry, and I have confined the dxscustioo primarily to inguinal hernias became they are oar large problem In industrial compensation hernias. A berate. or in the old parlance, a rupture, is simply a proenskn of a vises* or organ from the cavity It normally occupies. The hernia as you may know, may occur through an acquired or a natural opening or ring. If it ocean through a natural opening; it occurs usually through a tig or opening - that wrists for the passage erves, blood vefeds. or some other Important oructuie. Abdominal hernias are-classified according to the location of the hernial ring through which the herniation takes place; namely, the external, internal or intitiooaL External abdominal hernias, and inguinal hernias represent 8a per cent of all hernias. Of these. Inguinal hernias. 75 per cent or ^ are Indlrecs hyiiw hereiaa and tj per oeat are direct. The Inguinal hernia a an oblique 32 35th National Sa\ ety Congress, 1947 hernia thit descends through the inguinal canal. The direct hernia is an inguinal hernia that protrudes straight out through the floor of the inguinal renal. Femoral hernias an found in industry they comprise about 4ft per cent of our in* dustrial hernias. Umbilical hernias are found in industry. They protrude through the umbilical or navel ring and they compiisc 3 per cent of our abdominal honk*. Epigastric hernias represent less than % per cent. They are seen in industry apd are sometimes compensable. They protrude through a defect in the abdominal wall above the umbilical ring and below the chest. There is (hen a group of miscellaneous banks which I presume would be of little Interest to you. suds as sciatic and that is Tardy seen as an industrial problem. There is a group of internal abdominal hernias which axe very rare, the commonest of which Is a diaphrag matic hernia. 1. myself, have never seen one as an in dustrial problem, but it is certainly true that one could occur. This hernia would place through the hiatus of the The diiphram is the large, musentar leaf which separata the abdominal cavity from tbe chat cavity and the hiatus is the opening that easts in the diaphrem for the passage of the esophagus or swallowing tube and hernias of tbe stomach through this ring aa ihuu. The last group of abdominal honias arc indsional honias and they comprise about 8 per cent of all abdominal hernias. The incisional hernia does not primarily concern tbe Industrial surgeon. They are primarily a problem to tbe patient who has the'hemia and the surgeon who made tbe surgical closure. They are of significance in present day examinations for the reason that an In dividual may have bad an abdominal opera tion and become .employed in industry ^ at a later date developed a hernia through bis. indsion which he might attempt to attribute to his work. So far as tbe etiology or cause of fagufaat hernias, there it almost unanimous agreement among the surgical proforion today de fective closure of the pwwmu vaginalis is tbe main predisposing factor in tbe etiofogy of these hernias and the editing'fact of suddenly increased intra-abdominal protore together with relaxation of the *-*"* fa. guinal shutter is the w*feaui-- by which . these hernias come about. Of tbe predsspeeny factors, hernias through one of these fascial rings or defect in the abdominal wall Is of paramount importance. This is trac In view of the fact that most of there abdominal honias that we see occur through there de fects or natural openings in tbe walL Tbe inguinal hernia Is an example. Tbe indirect inguinal hernia ana down through a natural opening in the *"gw**t canaL The femonl hernia cooes through the lemon! ring high In the thigh. Tbe naWUal hernia, the sdatic hernia or suppurated hernia come through natural openings which are pre-exist ent. .A second predisposing factor is the con- rideratlon of the fact that man now walks on two feet fad be-has a lows abdomen whidi was not built or designed to withstand die forges and pressures which exhc in bi pedal locomotion. This son of **ng Is not a problem to four-footed in cqq. stderinf the causation of these hernias, some degree of undemanding at the anatomy ud embryology of tbe fognlna?, canal k necemry. The transmaalk mnsrie and the intern! oblique tnoacJc constitute a large part of the support of the lower abdominal wan. and they are fastened to Poapsuth ligament, which ram from what you know as tlm hip bone down to the pubic spine sear the mid- line. The support of tbe lower abdominal wan coma of three structures, the external obliqoe muscle, the internal muscle, and tbe tnmvomlts muscle. Ttzb external ring it a ring or defect in the closure of tbe lower abdominal wall and It wfaw in the external oblique muscle. The next two Ixyss of muscle going Inward through the abdominal wall are the internal oblique and transvemlis and tbe Infernal Inguinal ring is a ring,up hoe that exists In tbe transvecsalfa In tbe embryo, the testa arise in the ab- down, Tbe teaii migrate oonraid from tbe abdomen through the internal ring which ex ists in the tmnsvermlls, poshes down through the Inguinal canal to cmtign through the external ring and dmrentfe into the scrotum. There h a process In the la which the round Bgimtnt which k a sup porting structure of the uterus coma out through the internal ring and doemds through the external ring and inserts into the inguinal and dags with It the "Ml of Nude, when tbe Mk descend through this Metals Section 33 inguinal canal, it drags with it a fold or fennel of peritooeoa which is the lining of tbe abdominal cavity. It is a funnd shaped process and h known as the funimlaf process or procastas vaginalis. When the round liga ment in tbe descend! throegb thu it drags with the canal of Noth, which U very to the pcoasm vaginalis. Now the fact that the embr yo sod tbe de velopment and maturation and descent of the testa occurs that way k Important in tbe consideraefoo of the cause of honias beenwe that tonksbr process of the tonne! of peri* tooenm wfakh U drags down there should dose at birth and it doesn't always dose. In f-x, fo 90 pcraac of male children the funienlar proems Uh w dew mull approximately tbe fourth month f fife and in approrimaie]y 10 pn cent ef males, k never doses. It lava the indhlrtnil with a potential bnids sac. The same mechanism on take place fa tbe female fa the canal ef Nad which crises In stead of the fusktlu or funnel shaped prooem and that pmBspcucj the female to bonks because she fare a potential sac already costing. This tifiinfiim. inpiW with the fact f*-- the [*>**, by n*11"1* or violence may --*whl a miiVfily increased fotnibdomixal piumm k the osential median- ism which opereza for a production of an inguinal hernia, an facSrect inguinal hernia. Now the Indirect Inguinal hank, the sac musts oat through the internal ring and fnto the inguinal nml, if it doemds dear net through the external ring Into the scrotum, it Is known as a complete, indirect, inguinal bends. Tfab internal ring Udi is a delect fa the tnnnmalk muscle Is the superior border of what k known as Hessribachh titangle. The eieclus muscle k the sh strop "*** ef the aUtmcn. The erectus nsusde fofan one of the borders of HoudbacbV triangle. It proceeds from the Internal ring to the erectus mnsde and down to this lereL It k the floor of tbe inguinal and, and it coosfao of the traasvefmlk muscle and fastis and tbe internal oblique. A direct bonk k a bank which coma anight out from the abdominal cavity through Uessrifaschb triangle or the floor of [oggkal *! isd tlwt Ivnili has easentkOy the mme mechanism of pro duction as the Isllna hereda. It k a bends which occur* through * potmtially weak point in the lUusfal ssS, and k occurs aha some form erf violence which increased suddenly tbe pressure within the abdomen. The femoral ring lia Immediately beneath Poupart's ligament, on tbe anter-ocdlal side of tbe thigh. There is a femoral ring there for tbe presage of some major blood vessels. Thk ring, together with relaxation, particu larly as the years go by, plus sodden violence; k tbe reuse of femoral hernia. This particular hernia is seen usually in later adult life. We ace no femoral banks before the age of so and it b tbe one form of industrial hciula that h seen more frequently in tbe female hti tbe male. There are three time* as many femoral hernias in the female. In recapitulation then, the okace of a weak or potentially wok point with or with out the mktcnce of a potential sac, together with some Insult to the area, or some Increase fa the pressure within tbe abdomen h the okwirtal mechanism fay which these honks are brought about. There k one other point dkumiri in the came of hernias and that k a retention of the ao-caOcd Inguinal shatter, Tbe floor, thk triangle, k composed of the Internal oblique and txansvesmlk uinJu which are inserted In Pc*tpart*s Bgamcac. They iflect a closure of this defect. Bocxuse k is a muscu lar floor, it is capable of relaxing, and w ltd that many men sustain their hernias pardcnhrty by a sudden ifip or fan became at the time be does so. thk ousttulatore or inguinal shutter is relaxed and Ut retention permits a widening of the internal ring and a wakening of the floor of the Inguinal canal, so that the result of such an accident might he richer indirect inguinal honk which k going so ensue out tfauugb the in ternal ring sod dmread through the am! or result fa a tfircex fagnftal hernia which h going to come directly and i--rrhuriv through the triangle. These compensation hernia* that we see are acquired bourns. The tedMdua! that may have a funicular process, dea ace have a true hernia. He has a potential me but it still requires some Insult to hk abdominal wall to produce tbe hernia, and we therefore speak of it as an acquired Ipouxa. but we see in infancy and fa teen-age dsBdioi mngenltal hernias which exist because of tbe failure of that tonne! shaped ptwa to dose. When the chBd begins to walk there k increased pressure against fak faster abdomen and be brings the me -out. We are xfiQ sure that it 34 35th National Safety Congress, 1947 is a congenial bona at tbat age and tbit the funicular process or the existence of it is the reason for his hernia. Afl hernias are then cfaurifird according to the degree ot involvement of these inguinal bonus, fem oral. incisional, navel, any of them* and they are reducible. Tbit is, the contents that come down into the sac. which may be bowel or omentum or bladder are capable of being reduced or muxnd to the abdominal cavity. A strangulated bonia. on the other hand, cannot be returned to the abdomen because of the constriction of the blood supply. The patient with a strangulated hernia is a prob lem for emergency surgery. To recapitulate briefly then, the factors which function in the production of all that hernias are the assumption of the erect pos ture, the existence at these potentially weak grains, and then some insult os trauma to the individual which is capable of increasing the pressure within the abdominal cavity or the pelvis. Our treatment of these hernias today is largely surgical. There are three methods by which the problems of correcting a hernia can be atadeed. One is by taxis, which is the fitting of a truss or brace or belt. It is not curative, but in many instances it will support the hernial sac so tbat the contents remain out of the sac and is the abdomen where they belong. This form of treatment k used primarily in poor surgical risks, in tbe aged and the debilitated. There is a form of treatment of these bernias by injection of the sc. This method consists' of the injection of a'sclerosis or mild irritating agent into the sac in tbe hope that by tbe healing of the inflammation, enough sear tissue will be produced to dose off die opening of the sac. 1c is sometimes, a danger ous procedure, particularly if there happens to be content in the ac at tbe time of injec tion. gut, omentum, mesentery or bladder. We feel tbat sclerotic or the injection method in tbe treatment of hernia offers'the possi bility of one cure in eight. Tbe usual method of attack today Is surg ery. There are three types of surgical pro cedure being used ertosirdiy In the United Sates today for the dosure of these hernia; The commonest is a Fergnsoo repair, wapwd for an Amoian surgeon who first devised the repair and It is an anatomical approach to the problem. The surgeon delivers the cord, opens the cord, finds the sac, opens the sac to make sure there are no contents in it, ties it off high- dares tbe covering of tbe cord and does an astwnbwl repair of the inguinal canal. Re lays the cord bode down on the Soar of Hewflacfa'i triangle; tbe in terna] oblique muscle and the traanremlls. and be dom* those structures tightly on this ligament under tbe coed re flat tbe cord lies where it normally should. He then doses the processes oblique muscle over the cord. Re has performed an anatomical repair In which the structures hare been returned to tbe normal or anatomical position. Ferguson repair Is used in females, in children, and in some selected cases of adult males who bare indirect Inguinal The box commonly used type of repair for tbe direct bmda is a Itassin? repair, named for an Italian surgeon, who first de vised tbe surgical attack, a Tagaaon repair in which tbe txansremlii muscle and the internal oblique muscles are daecd be neath the cord to Poupart's ligament. The other repair used Is a Halftcd repair, named for a prominent surgeon, which U tbe sux as Basrini*s except tbat tine external -oblique aponeurosis, tbe outermost layer is dosed under tbe cord instead of over the cord. It simply inaases by one layer tbe closure of this Hare!bach's triangle or de fective floor of the inguinal canal, and it is used primarily for the dosure of a direct inguinal hernia. .MR. SHEPLERr Thank you very Doctor. In spite of tbe funicular process. Hmdbxch's triangle and omentum and the rest of those 75 cent words, I know a gnat deal more about hernias now than I ever did before, but I aa still not satisfied that we should accept this particular qk without reservation. Mr. Lawler, I wish you would take a few minutes if you win. and tell es what our legal responsibility in bernias in general are. MR. JAMES J. LAWLER; You did reU la making a complete investigation of the facts of the am herswre tnoch litigation amid be avoided when a workman is injured if there were a complete fasvatigadon made of the bm. Another thing you did was to bare thU man examined by Dr. McGeorge. and tbat is important, especially in a hernia Only after a doctor examinee ooe of there oses are you in a position to get a diagnosis as to whether or not the optoyee has con Metals Section 35 genital hernia or whether k is ooe tbat Is compensable, that is. ooe that has been caused by acrideat. Now Use history of hernia hat twn a confuted history and a confined probably baaure it is highly technical, but basWUy U is what I just men tioned, you bare to arrive at a station as to whether the hernia, that tbe in jured employee has a bemia, whether tbe hernia is congenial, that is. a natural weak ness and ooe he bat been born with, or whether it is the resok of violence to the physiol sunctnre of tire body caused by If yon can make that distinction, yen bare tbe answer to tbe hernia Ur. Mm MU os tbat this meeting and our Aorns weald be amfioed to Pennsy!mh bniw a* far a* ' is ametmed. I MtwfasniHi so uu., a* 1 bare a tough bare heqisf op with the comperesrion laws ef f^astmiL Id ibar spreading it around the * mmm. la P--ijHinii, prior to lgig. hernias in the state. I undostand there hare been about 6 million hernia and rupture in the United Sates. How many we bad in Pennsylvania I don't know, but at any rate, there were a great number of claims presented against the employers and a great lot of money paid for them when there was a question as to whether or trot the hernias, as 1 said before, were congenital or whether they were the result of accident. 1. have mentioned tbe word "aerident" here a number of times, and 1 ny to you, Mr. Shvpfcr and these ladies and gentlemen here today, that basically tbe word "accident" is tbe most important word in any compensa tion law, and it is the most generally misun derstood, because in any kind of compensation case. Including a hernia case, unless yoa prove in arriArnr, there isn't any recovery. Tbe word has been misunderstood and because of that fart there has been csmiideraBle mis understanding between the employer and the employee. that is neatly r where we hare iaihr laws I know that to g>* the any type isttphAecmsaethlDS^d . Far sa yearn any hernia claim ta w pacoaaad io tbe city was handled jaw easily Me aay other farm of compen- mdoa cWa fa words, it was a qncarioa of whether it wre aa aeddenr. It was first efaBs igamina whether it Was a hernia, aa Injary. sad then there was the usual re* between the Mtfcfcnt and the injury. It wasn't oata iyrj that these was something actually written into tbe law ha Pennsylvania with islucocfi to hernias. That came about again titiumw there were a great number of "Accident** has in our state and in * Webster's dictionary and in other mw as a redden, unexpected, unusual or foctuitoos event. The wad 1 think describes an accident better than any other is the word "unusual.'* *> that if a man b doing his work in tbe ostial, ordinary way that be does day in and day out.arM* is injured. It Is question able whether it b compensable. There Is a distinction which 1 will point out a little later. Now, I think inasmuch as the word "accident" is so important In considering any compensation case* and especially in consid ering a bemia ease. I can Illustrate a couple of cases that 1 hare had some personal experi ence with that may bring out what 1 am trying to *M you. I remember a number of years ago. I represented a man who worked in a mfl down in Amherst. Pennsylvania. That b In Beaver County, adjoining Alle gheny County. I was young and enthusiastic and I didn't bare many clients and this roan came to toe n* with tbb story about having been bust. After 1 talked to him a while* Z was convinced tbat the -man bad been hurt. Z nb--< with the doctor and dismmed that he had a heart condition. He told me tbat one day he and a Bellow employee were carrying a heavy table weighing in tbe neighborhood of ago pounds. After be had walked maybe to or >$ foes with the table, be suddenly coflapaed due to tbe weight of tbe table* Tbe fact that the table weighed a50 lbs. coast!- 333 SB *4* 36 35th National Safety Congress, 1947 uited the unusual event, u the man actually, told me tbai be did light work, sweeping and such things as that. We filed the for compensation and we went before the compensation retrace and everything west fine until the other attorney cross r my diem. My diem admitted reluctantly that he did lift, with other employees, a lot of heavy material that often weighed ago lbs. He also oa opssexamlmtioa to the other attorney that he didn't have as original heart condition, but that be had had a heart condition long before this happened. , la other words, all that we proved was the aggravation of a prr fritting bout condition. We didn't win the case. 1 remember by way of tilduration another case, much more recent because. the dcorion with reference to this case was h*odM down by our superior court within the' last So days. I represented a company in Pittsburgh* Alle gheny County, in opposing a claim filed by a workman alleging that he had received an accident in the course of his employment and be was entitled to compensation. Weil, I had been givox a preview of the case and 1 never did think the man bad an This man proved in boot of the referee *h* be had been working as a braiier and in connection with his job he had to lift what were called gratcrator poles. They were about. go" long and cylindrical in shape, weighing roo lbs. or thereabouts, and at the hearing this claimant testified that he' lifted on an average of 33 of these poles every day. On this particular day, when be was lifting the poles, a pole slipped while be was in a stooped position. He fek a sharp pain In his hut and was frozen in that paction. Another employee had to come and take the generator, pole out Of htS hawri*. It was brought out that poles that he used were always greasy because of the nature of the job and there was nothing unusual in what happened *ht particular These poles bad slipped many, many times before. Well, the referee ruled spins# me and of course, I couldn't understand it, but he could. X took the appeal to the Workman's Compen sation Board and they ruled again** m j took another appeal to the Country Coon of Allegheny and they ruled against me. Iveyone in my office, including my partita* felt I should drop the thing. At any rate, I mot through to the Superior Court ami they ruled in my favor on the bash that at the tim* this man received his injury, he had an injury to his back. He was simply doing his usual, ordinary, daily work in the usual. ordinary manner and there wm nothing unexpected or imtmial or fortuitous or undesigned * iut it. That nay illustrate in a settle what i mean by the word "acridcm." I do must to ay, in addition to what 1 lave already said about that last case I just mentioned, that this man had had a prior accident in the spring of the yearwherc be had filed a daia again* the company that I represent- He had been working for a mining company in Fayette County. fc** fa another county adjoining Allegheny County and he received an injury in the lumbar region of his back and filed a *% against this company. got a copy of the record from the compensation people and offered hi evidence the report. It showed that three weeks before this maa one to work for our company, he had been receiving compensation for this injury. I think that had a lot to do with the way the case wentl have spent considoable time tuning you people about the word "aeddent'*. 1 have pointed out that it is an mnw^ thin^ *^< that it is due to something cnerml, that fa, violence directed at the physiol structure of the body. But i don't want to leave the subject in exactly that sfmatfoa Irmnsr there fa'another type of accident called a patho logical result. That fa where there fa severe damage to the physical structure of the body, fa* other words, a fractured vertebra, torn tissue, something of nature. We can have a cate like that and the mu can be doing his ordinary job in ordinary way and stiH we have an *< bemuse of the result. In other words, in our Pennsylvania case, courts held that the nature of the injury In itself is sufficient to be un usual, and Uat is only true of the ordinary workmen's compensation case, but it fa also true with reference to a hernia raw. The workman can be doing Ids usual job in the usual ordinary way. Be does that day in and day out, and still he can recover compensation and it has been so held in a number of rai* in our state. There fa a case where a workman was Ufa. ing a heavy cake of ice above hfa He did it day Is and day out. He m putting fa la the cooler of the locomotive and while he Metals Section 37 was dofaag that he kb a redden pain in his bereial region and of course the Superior Court mid thet tsmstiriurd an aeddent. Of course, fas three cares the court examines the whole mad and this man did have a severe lajury. Be fefc immediate pain in the region and he stopped hfa week .innw faamedfamfy aad he reposted it to hfa mpfojee. AS the elements of a hernia woe tire* although he sms doing hfa usual work. The court hfa that Iconic of the pathological resale the severe damage to the tissues ef the body he sms entitled to recover. Up re this time. I have Spent considerable time dbcemteg the --I haven't mid otb about hernias and as I said before, there was nothing specifically fas our laws in Fceusytvmda with ufoum to heroin until ip7 ad dam became there were a great at claims being itumitd, there were ptovafeos writm jam the law that made It arete difficult for a man to recover on a com- ddn for tends la other words, nnAtr dm ad, the lajercrt employee bad to prodace comdretre proof that tlm hernia was predpfeatad and canoed by sodden efloct or strain red he afao hud to prove that there was immndfase pete te the hernial region and prove that be reported fa to his employer within 48 bores. To that provfaioo In oar act of tgey wre added another te 1939. a requirement time the pete bad been so severe that rim washer hod re stop work immediate ly. If be didn't prove those things he wasn't able re more, lie since the first act of tgig- wtm the act in our state west into effect, the Superior Court has taken a liberal stand in reteuil comprnmttoo rave*. Even between 1915 and 19*7 when there was 00 law on the books with reference to hernias, they always looked at them Cross a common sane point of view. They always looked at (be record and after thee provisions were put te the act of 19*7 and 1999 which, strictly construed, rede it almost impossible for a workman to temret, our Superior Court still interpreted the law liberally. They took a common view. Tbeylooked at the whole recced,and they certainly didn't pin the *!" down to the exact requirements of these acts by any means. In other words, if a nun got a real hernia, he didn't have to'throw hfa tools np in the air and quit right away. In many cases where there has been teenvery in our state, the man remained at wuck and did some type of light work the, rest of the day alter be was hurt. However, three fa one thing they have been strict about inJ ti fa te giving notice within the 48 boots. They interpret that provision in the act literally. Our (**** act which deals with workmen's eesnpenmttoo in Pennsylvania, the act of 1945, has only ooe provision with reference to hernia and that fa that the employe* give retire to his employ1 or representative of bis employer within 48 hours alter the hap pening of the alleged accident. That is -all it says. There fa nothing te our law any more with reference to the so-called sudden descent, eoodmive proof of immediate pain or im mediate work stoppage. However. I venture to my ftM* ocr courts wSU stiH interpret the act as they have in the past bemuse 1 believe Dr. IfcGeorge will agree with me that unless you have these manifestations of acute pain and such severe pain the workman has to stop within a reasonable time, you don't have industrial hernia. There fa thing about (hfa beois question .which causes a great deal of eon- tromsy between the anpioyer and the em ployee. The average workman thinks that beans* a hernia might last on an average of six to eight weeks, that the employer should pay every hernia case. When you con sider that these have been finennoo hernial ad rapture rases in the United States, this thing gets into big bnsiorw, and the employer just rant atari to be paying money out like that. About this notice within 48 bouts, 1 think I should mention something about that be cause that fa stQl a requirement and as say our courts are strict about enforcing that requirement. Now in computing the 48 horns, they don't under our statute isdnde Sundays or holidays. If your workman was hurt on Friday and repotted on Monday, be would still be all right and te bringing notice to the employer or the representative of the employer, the employee ran do that in a number of ways. He ran do it by going to somebody In charge, some representative of the company and advising them that be has got a hernia by Mining it. or a rupture, or he can simply exhibit the tamp if it fa there. In your particular one, Mr. Shcpter, there are a number of things that certainly would make me hesitate, if you arc asking roe as your counsel, to pay this daim without going into fa more tally. As 1 understand it. this 38 35th National Safety Congress, 1947 man mss pushing this truck up an inclined platform or a track with *50 lbs. of materia] on it. Well now, I don't remember exactly whether you said that this man had done heavy work, but X think he did. I would want to know 'whether that is part of his tegular job, and there are a lot o other thing! that I think we should know before we allow this chin, For that reason, I think that justice would be done to all parties concerned, the employer and the employee if you let this go to the referee. MIL SHEPLQL Thank you, Mr. Lawler. E noted in your discussion you pointed out that you felt there was nothing unusual, about what was occurring and what occurred in this particular case and in view of the information 1 received from both yourself and Dr. McGeorge, there *m remains the question in my mind as to whether or not this hernia was of industrial origin, I don't believe that I am satisfied to accept it voluntarily without reservation. As a con sequence. I will advise this particular . em ployee if be so chooses, he has recourse than to filing a petition with a workmen's com pensation bureau. Thanks a lot to both of you. MR. DOLAN: This concludes the first act of our little drama and after a change of the props, we will follow through on thk ate, assuming that the employee In question has at a later date filed a claim of petition of Use compensation bureau alleging be has suffered a hernia while pushing a truck up the iodine. MR. DILLMAN: In the particular district where E operate, the 8th in Pittsburgh, we have five ltkico, a large waiting room and each of the referees has his own hearing room. Usually the cases are scheduled foe the day and some person steps into the outer hall aod announce* the case that Is nett to be heard by the referee to which it is assigned and so to gire it some semblance of reaJitv. I will now call the case of William J. Han re. Bridgerilte Coal aod Iron. Is the claimant here? MR. WILLIAM HART: i am. MR. DIULMAN: Z must point out here too, that 1 was asked the particular question by. some lawyer here from Missouri whether or not the would be represented by counsel. He is entitled to counsel if he so desires it, but if be has neither the money nor (he wish to hire a lawyer, then the referee is required by law and it is port of hit oath that he will represent and take care of the to the best of his ability. BEFORE THE STATE WORKMEN'S COMPENSATION BOARD COMMONWEALTH OF PENNSYLVANIA WILLIAM J. HART. Claimant n. BR1DGEVELLE COAL AND IRON COMPANY. Defendant Brtdgcville. Peona. ) Case No. 11* BEFORE Heard on Thursday, October 9, 1947 at 3:43 o'clock ?J|, is the. Ballroom of Che Stevens Hoed, Chicago, 111. Alvin Diilman, Referee APPEARANCES: For the Defendant: Jama Lawler, Esq. Repotted by: P. M. Batson IKE REFEKZ& The Claimant. WQliam I. Hart, is present, and is the Defendant rep resented? MIL LAWLER:* Present. THE REFEREE: W31 the Claimant be sworn. WILLIAM J. HART, the rhlmaiw, har ing been first duly sworn, testified as follows: Metals Section 39 direct examination the REFEREE: Q. What is your name? A. william J. Han. Q. Where do you live? A. BridgeriBe. Pennsylvania. Q. And for whom do yon work? A. Bridgerillc Coal and Iron. Q. What is your occupation?. A. General laborer. Q. How much do you receive as wago? A. fi.to an boor. (Referee Diltnwu; Z might here remark that sometimes before the case gets this far yiwt Connie! for both sides will agree to nr* rlr facu; after a petition Is filed, the De fendant Is given an opportunity to make what is qIM an Answer, Sometimes In ibe Answer certain Isas are agreed to in addition to these wriucu aunm. These may abo be agreement of Counsel, and so that It might vm more like a bearing, I wiS now ask Mr. Lawler if there are any facts which be can now agree to that wc need not rake op by direct examination.) THE REFEREE: Mr. Lawler, will you agree that those wages age right? MR. LAWLER: That is correct. THE REFEREE: Anything else? A. It was in this area, here. (The Claimant indicated the right in guinal region.) Q. What did you do nett? A. I stopped and robbed myself for a few minutes and thought maybe the pain was getting a little bit less in degree. Q, Did you continue with tour work that day? A. Yes, 1 finished out the shift after I rested for five or ten minutes. Q, And you left the plant? A. Yes. Q. What did you do nest? A. Saturday afternoon there wasn't anybody in the plant and I left at four o'clock and caught my rider and got home. Q. Did you consult 1 doctor? A. No. not right then, I didn't. Q. When did you see a doctor? A. I saw the doctor on Monday morning. Q, Did you teQ anybody at wock what had happened to you? A. No, I didn't. Q. When you returned 00 Monday, did you tell any person? A. Yes. Z saw Mr. Sbepler, our safety engineer. I explained to him what had happened to me on Saturday afternoon. MR.-LAWLER: That is alL THE REFEREE: Q. When dfaf you last work for the Bridge- rifle Goal and Iron? A I in sfll employed by them. Q. Did anything happen to you while you were employed three? A. Yea. it did. Q. When. A. On April 5. ir;. q. Qua yon tell ns la your own words what happened to you on that date? A. I n> p--a four-wheel truck leaded with ego pounds of material along a track, going up a flight lading. I felt a sharp pain in my right side. Q. Yoar right side? A. Yes. my right side. willQ. you stand and Indicate to the referee where you had this pahs? Q. What did you tell Mr. Sbepfo? A. I told Mr. Sbepler the same nory 1 just told you. that I felt this pain in my right side while pushing the truck and that it had gone away. In addition to that, I told him tins morning upon getting out of bed I noticed a lump three. Q. But you did tell Mr. Sbepler you felt the pain while you were pushing the truck? A. That's right. Q. Did you explain to Mr. Sbepler how you were pushing the truck? A. Yes, Z told hiTM I bad to push rather hard because the thing had stalled on some* thing three on the trick and I bad to push with extra effort. Q. Would you my this was a bard or easy job? A. Ordinarily on level ground it's easy, but ob big track you hare to push with more effort than you ordinarily do. 40 35th National Safety Congress, 1947 Q, Do you uac (his (rude every day? A. Oh fa, every day for some reason or other. Q. It Is your regular wort? A. That's right. Q. Tell us what Mr. Sbepler did for you. A. Mr. Sbepler listened to my story, made out some kind of a report and sent me to Dr. McGcorge for an examination. Q, You hadn't seen Dr. McGcorge before that lime? A. No. I hadn't. Q. IVhoc did you see him? A. At our plant hospital. Q. Did you tell Dr. McGcorge what bad hap* A 1 had told him the tame story X told you. Q. Do you hare any wfuwaes with you to day that saw that thing happen? A. No. I haven't. Q. Do you hare any hospital or doctor bills? A No, I never received any. THE RXFXK.EE.: You may Mr. Lawler. CROSS EXAMINATION BY MR. LAWLER Q. Mr. Hart, bow long hare you worked for the BridgeriHe Coal and Iron Company? A. I have been with them about seven years. Q, During that time what has been your oc cupation? A General labora-. Q, What are your duties? A. I just do general labor work about the plant. For about the past year 1 bare been engaged in pushing this buggy 1 spoke of. Q- You mean the plant tractor? A. Yes. Q. Weil, when you push this tractor that you speak of, is it always loaded with A. Well, one trip it may be and then going bade again from the famace hack to the stock it may be empty, it all depends on which way it's going. Q. Do you know how weighs? the truck *'-->> A No, 1 can't my that. 1 imagine 50o or 600 pounds. Q. Well, you say that you push this trade on the unloading dock at the fnrnace, Is that right? A. That Is right. Q. Could you tell us about bow far that is? A. Oh. about goo feet. Q. You always go the sum way to loading dock to the furnace? un A. Yes, l do. blsoai trade and you have to go the mote way. Q. Did you CeO us bow old you were? A. I am j. Q. And this work which you say you were doing, you say it is hard work? A. On this particular occasion it was bemuse the truck scaBed on the ramp. Q. Well, of course, what I am trying to get at is this: Your usual work was hard work, mat It? A. Oh yes, this is bard work. Q. And k wasn't unusual for you to lift or push heavy ohuds? A. N<& 1 wouldn't my it was. Q. And on many times prior to particu lar occasion you had pushed this track with *50 pounds? A Yea. I have. Q. Now you have testified, Mr. Hart, that on April 5,1917 while poshing this fiat truck with *50 pounds of material' an it, you got a pain In your right thigh. It that right? A.* Tint is corred. Q. You were going up this slightly ixwlined track, as I understand it. A. That** right. * Q. There wasn't anything that happened there that was out of the ordinary, war there? A. The crude stalled on me. Q. The trade stalled on you? A. Yes. Q. You didn't slip or Dll or anything like that, did you? A. No. Q. The truck didn't go off the track "-* p^tt you with it or anything like that? A. No. Q. You always go up this track to naiad? A; Yes. Q. Now, Mr. Hart, on this pitimhy day you speak of. that was a Saturday, wasn't Metals Section 41 A. That is correct. Q. You were working overtime? A. Yes. I was. Q. I suppose it vnot unusual for you to A l do It occasionally. Q. Hus pain that yen speak of, was It Just a slight pain or waa it a severe pain? A. ft waa a sharp pain at fast and then soct of became an amtiftatahle feeling. Q, At that time. I mean the fast time since you felt the pain, did you notice any swelling? A. I didn't wmhw layselL Q, Did you fed any puin after that? A On Monday morning 00 getting dressed. The Mooday after the accident 1 felt un comfortable at that due. Q. Then what did you do? A It was then I mulswl myself and no ticed this lump. Q. When eras that? A. Oa Mooday morning. Q. Did you have may coovmziou with Mr. Shuler about this alleged aoddent yourself? A I talked to him an Mooday after the acci dent .nd explained to him what bad hap pened. Q, You know Mr. Shepltr. the gatltusn oft my left. dauY yen? A. He is a missy ma an the ybst. Q. Correct. Do you reaeafet ahst you eold him? A. jmt the story I mid here. Q. You told him nathlng else tfnn wfcas you eold ts right best? A. I don't remember anything L told him. Q, Isn't it a fact you told him something about changing a tire on Sunday while yon were at a picnic? A. Oh yes, I mentioned that. 1 didn't see bow it fitted into this case. Q. Well, what did happen when you were changing this tire? A Well. X was driving along and had a fiat tire, and of course. In the attempt of ,-tnwgfng the tire, 1 had to use effort to remove the nuts from the wheel and 1 ex perienced a slight pain at that time. Q. A slight pain, or more than a slight pain? A. Oh. this doesn't have anything to do with this case, does it? Q. It may have. 1 am simply asking you as a matter of .fact you told Mr. Sbepler you had a terrific pain, didn't you? A. It was a little bit worse than U was on Saturday. It lasted a little longer. Q. At that rime, did you fed your ride? A. No, I didn't. Q, Ai -t understand U, you didn't find or observe any lump until Mooday morning? A. That is anttt Q, When was the pain most seme? On Sat urday or Sunday or Mooday? A. Wdl, I guess the pain was a little bit worse on Sunday than it was oa Saturday. Q. How long did it last at any rime? A. Well, the pain Uaed-1 shouldn't ay pain, the nncomfoitabteness lasted an hour. Q. That b an. THE REFEREE: Mr. Kart, did you bring a doctor with you? ' MR. HART: Yea. Dr. McGcorge. DR.FAUL McGEORGE, a witness for the having h-- duly swots, testified as lollowi: DIRECT EXAMINATION BY THE REFEREE: Q. Let us have your full name and ad s, A. Dr. Paul McGcorge. Ambridge, Pent, ylnnh. Q. Are you licensed to practice mrdlrine in the Commonwealth of Pennsylvania? Q. Will you admit the Doctor's qualifications Mr.Lawler? MR. LAWLER: We will, admit the doctor as a phyiidan and surgeon duly qualified to practice in the Commonwealth of Pennsyl vania. THE REFEREE: Lee the record show that the defendant has admitted the qualifications of Dr. McGcorge. 42 35th National Safety Congress, 1947 Q. Do you know William Hart* the Claimant m this case* professionally? A. X do, Q. When did you last see him? A. April 7, 1947. Q. Did be give you any history erf any acci dental occurrence? A. Ye*, be came m and cold me that on April 5 at about two o'clock la the afternoon while pushing a track leaded with 150 pounds up an inrimrri plane that be sud denly noted the onset of pain in hit right groin. Q. Did be tell you anything about any un usual eflott or that the track had been stopped at that A. He stated the track had stalled and it took increased dbn to start it again. Q. In any mat, Doctor. did you etamine at that time? A. I mmtnrrt Ua and he has a right in guinal tmil Q Now Doctor, taking into consideration the history that this man has given you. the findings that you found on your ex amination. and your profcnooal experi ence in this maucr. are you willing at this rime to give us your opinion as to whether or not there was any causal con nection hctuoui the incident described and the condition <> you found? A. The man has a definite bernia. amt I be lieve from the history h the individual gave me that be sustained enough trauma that be might have developed the hernia as be allego. on Saturday. Q. Would you say it was brought about by thi incident? A. t believe that it was brought about by the original trauma sustained on Saturday. Q, All right. One more question. Doctor. It this hernia rftnhHng> A. It is. totally. Q. He is totally disabled as a result of the hernia? A. That h comet. THE REFEREE; You may rma mmfnr CROSS EXAMINATION BY MR. LAWLER Q. Dr. McGeorge, you say be has a right inguinal beroa? A. That is correct- Q. Wbat is a right inguinal bernia? A. A protrusion of the sac into the inguinal canal with or without content. Q, Did he have that when you first examined him? A. He did. Q. When was the first time yoa examined him? A. Monday morning, the 7th of April when i was asked to examine him by Mr. Sbcpler. Q. Hove you ever examined his since then? A- I haven't sees the Individual "'w tuw Q. Well, Doctor, when you examined him the first time, did you receive a history from him? A. Yes, he stated as I have testified that be had been pushing a truck up as plane'and developed dbcomSort in the right groin. Q. At the time of your fint and ooly aaati< nation. Doctor, did you make a Angwnato A. Yes, I did. Q. I presume that was a right hernia? A. That U correct. Q. You stated that in your pnrfarionil opin ion as a causal connection between this incident that he speaks of that happened .Saturday afternoon. April c and ** In guinal hernia, is that right? A. That Is correct. Q. Doctor, upon what do you base ha opinion? A, That the individual has a hernia and that in my opinion be could have sustained the hernia by the effort involved in push ing the stopped track. Q. In other words, you are confining your opinion to the fact that the injury that you Sound was sustained on Saturday afternoon when he was pushing rht track. A. That is my opinion. Q. You were sitting right along ride of him a minute ago when be testified. That is comet, isn't it? A. Yes. Q. Doctor, did you bear him testify about removing a tire' from his automobile on Sunday, the day after this incident hap pened 00 Saturday? Metals Section 43 A. I did. q. New Doctor, in view of this additional information and additional history that you now have about this incident that happened on Sunday, *aie you still of the suae opinion? O, Well, the individual was not examined ' until Monday. I dent believe that I on my* 1 don't, believe any nugcon could say whether he iiimlnnl the faentia on Sat urday or Sunday, inasmuch as he has de scribed two accidents, or two episodes, richer one of width in my opinion could be capable off producing the hernia which he now praeats. A. That is alL THE UltBSf: That is all Doctor, you amined by his own physician. Then we have the testimony of the claimant's doctor and the company doctor. This however, was sun* piM and X wall my now to Mr. Hart, as 1 my in all cases that come before us, the 1 tierce never decides any case immediately after the dose of the hearing. Sometimes it is necessary for us to hare the testimony tran scribed and our reporter give us a transcript and we have to reread it. Sometimes it is reread a doom times before we make tip our minds wbat we have to do.) THE REFEREE: Mr. Hart, my findings will be forwarded to the Workman's Compenation Bureau and they will in turn fixward you a copy of my decision. From that decision you and the Defendant will have days to appeal. That case is now closed. Mr. Hart, do you m the Claimant, haw any ocher witnesses with you? MR HART: Na I haven't. (1 might ssry m yawing that we have sim plified this greatly. In most hernia casts them are opposing enamels. The claimant has counsel and he may If be so chooses be ex MR. DOLAN: This concludes our program. No decision has been rendered lor after all, this was a hypothetical case and further, the purpose of this program was 10 acquaint you with a typical compensation hearing on a controversial nibjed. 2UO-2-4S-N ' ,s*'v 3STH NATIONAL SAFETY CONGRESS VOLUME XVf MINING SECTION NATIONAL SAFETY COUNCIL, INC. 20 NO. WACKER DRIVE CHICAGO 6. ILL. rorewoia npHE Transactions of die 35th Nahocxl Safety Congress and Exposition of the National Safety Council are pab- Hdiwt m 29 volumes, Volume I Includes the Annual Meeting, Banquet, Women's Activities, Index to all volumes and List of Exhibitors. Volume H contains the ASSE Session and the Industrial Subject Sessions. Volume XXIX contains the Early Morning Sessions, "Psychology You Can Use." Each of the other volumes is devoted to the sessions of a single section or division of the Council. The transactions are a record of the proceedings of the Congress, condensed edited for reference purposes. The complete original manuscripts, many of which contain charts and Qhistxatioas which could not be reproduced here, are available in the files of the National Safety Council. The National Safety Council seeks to eliminate from dis cussion matters not pertinent to the aims of the Council. However, it accept responsibility for the views ex pressed at the Congress or in this reconL It is expected that the new format of these Transactions will permit wider and more effective use of the material re lating to various fields of safety. At the same time, the whole set provides a complete and indexed reference work on all phases of accident prevention. THE NATIONAL SAFETY COUNCIL 20 North Wochar Dehre OrioogoiOL 3 yV !* ' 35th National Safety Congress Transactions THU VoL Annual M--ting. Banquet Woman'* Acfivitia* Index to aU Volumes and EiliHiHare................. 1 American Society of Softy Englmw and SuhUct ffeeelrme. 2 Aircraft Manufacturing Section.................. 3 Air Transport Section..................................................... 4 Antpnottf and Mcrchhie Shop Section.............................. 3 Cement and Quarry Section.............. 8 Chemical Section................................................................................... 7 Coal Mining Section............................................................. t Commercial Vehicle Section.. ........................... 3 Construction flection . .......... 10 Food Section ................................ Industrial Nursing Section......................................... II IS Marine Section ................................................................... 13 Meat Packing, Tanning and Tentiia Industries Section............14 Metals Section ...................................................... IS Mining Section.............. It Paper and Pulp Section.............................. ...17 Petroleum Section.................................................. It Power Press Section.............................................................................19 Public Utilities Section....... ............................ 20 BaSroad Section ..................................................... 21 Hubber Section.............. .22 Textile Section................... 33 Traffic Section*.... ...................................... .. 1............................ 24 Wood Products Section......................................................................25 Farm Safety ...................................................... 29 Boms Safety........................ ....27 School and College Sessions......... 28 Psychology You Can Use (Eariy Morning Sessions?................29 PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES nMv TO MEMBERS - r top copies to to 99 copies ten dun *4 pages--f ee et. f.iyea.- *4 to 48 pages-- Jj " so ", 49 to 96 pages- 55 " ' .90 ** ' over 96 pages-- 450 " 45 " soa to 999 copies f .15 sso ", 45 1000 or more $ .15 Complete set ot Transactions (19 voluiaes)--I500 NON-MEMBER prices are double member prices. Mining Section Executiva Committee 1947-1948 Central Chairman--JOHN L. SOARDMAN, Anaconda Copper Mining Co., Bulie, Montana First Vice Chairman--A* H. TRESTRAIL, Hdawb. .Mather It Co., Caspian, Michigan Second Flee Chairman--X. J. EISENACH. Oimx Molybdenum Co* Climax. Colorado Third rice Chairman--JAMES K. RICHARDSON, Utah Mining Association, Rearm Bunding. Sail Lake City/Utah Secretary of News LetterJEditorS. H. ASH, Safety and Health Brandi, U. S. Bureau ot Mins, Washington. D. C. ErUertainment. Committee^-J.`T- RYAN. JR., Chairman, Mine Safety Appliances Cow Pitts burgh, Pennsylvania Engineering Committee--GEORGE GEDGE. Chairman, HoUInger Consolidated Gold Mines. Timmins. Ontario, Canada; RALPH CLELAND,' International Nidd Co, Copper did, Ontario, Canada; WOODS C. TALMAN. TCPiWte Caul. Iron fc R. R. Co, Birmingham, Alabama; a E. SHEA. Oliver Mining Co., Hibbing. Minnesota; . EL HUTCHENS. Eagle Pfcfaer Misting k Smelting Co, Cardin. Oklahoma; RAYMOND R. KNELL, Potash Com pany of America, Carlsbad, New Mexico; JOHN B. BIKER, Consolidated Mining k Smelling Co,, Ltd, o Canada, Trail, British Columbia. Membership Committee--C. GIBSON, Chairman, Mines Accident Prevention Avocation of Ontario, Timmins. Ontario. Canada; BRIAN BURT, Consolidated Copper Mines, Kimber ly, Nevada; H. C. HENRtE, Pbclp* Dodge Corporation. Bisbee, Arizona; J. O. MARSHALL. St. Joseph Lead Co, Bahoat. New York; J. T. WILLIAMS, Bunker Hill k Sullivan Mining k Concentrating Company. Kellogg, Idaho Program Committee--S. H. ASH. Chairman. U. S. Bureau of Mines, Washington, D. Ch` W. O. TOWER. Chief Inspector of Mins. Parliament Bunding, Toronto, Ontario, Canada; F. NETZEBAND, Consulting Engineer, Rectley, Utah Potter and ritual Aids Committee--A. J. STROMQUIST, Chairman, Cleveland Oiffi Iron Co, Ishpcming, Michigan; R. E_ HARMON. Phelp* Dodge Corporation, New CorndU Branch. Ajo. Arizona; THOMAS RISER. Federal Mining It Smelting Co, Baxter Springs. Kansas; W. C. NE1LSON. Alcoa Mining Company, New York. New York; M. C. POLLARD. Na tional Gypsum Co, Butirio, New York; LAMAR WEAVER. Tennessee Copper Company, Coppcrhill. Tennessee; A. H. ZEILINGER. Colorado Fuel It Ison Co, Pueblo, Colorado; G. W. RNUDSEN. Utah Copper Company. Bingham, Utah Statistics Committee-FOPJEST T. MOYER. Chairman, U. S. Bureau of Mines. Accident Analysis Division. Washington, D. C. 5 ,02 m i o JStft National Safety Congress, 1947 Safety Promotion Connuttef-'JAIUS L R1QHARDSON, Chi(nuii> Utali Mioioj flwnrtuion. Kearns Building, Salt Lake City. Utah; WALTER, B. MONTGOMERY. Quebec Asbcttas Producers Asodatioa, Montreal, Quebec, Canada; P. D. McMURRER. Mhltg Coegra journal. Washington, D. C.; EVAN JUST. Engineering It Mining Journal. New Yock, New York; EDWARD H, ROBIE, Americas institute of and Metatluigical Engineer!. New York. New York M*mb<n at Large-"C. L MtJLNICHT, lake Shore Micwx. LuL, Kirkland Lake. Ontario. Canada; *C. M. FZLLMAN, Tbc Montreal Mining Company, Montreal. Whcnorfn; E. A. ANUNDSEN, Pickands, Mather ft Company. Dnlath. Mtmwvnra; BYRON a BEST, OHrer froo Mining Company, Wolvin Building; *J. W. ALT. Cd--a St Hod* Consolidated Cop per Co.. Calumet, Michigan; *P, M. ARTHUR. American ZJjsc Coopwy of Tmmtacc. Mascot, Tenntmee; ANGUS D. CAMPBELL, Udatpr Potqiprne Mines, Ltd, Scho- macher. Ontario. Canada: *W. H. COMINS. Barfed Saks Dtvfcfca.'National Lead Cam* paoy, Texarkana. Texas; *R DAWSON HALL. "Coal Age". McGraw-Hill Pubfishing Co, Inc, New York, New York; H, T. HARPER. Tmnrwrr Copper Company. CoppakiU, Tennessee. *W. D. HASELTON. Pickands, Mather ft Ca, Duhuh. *H. C. HENRIE. Phelps Dodge Corporation. Bisbee, Ariaona; "GEORGE MARTINSON. Pick- and*. Mather ft Co, Cleveland. Ohio; D. D. MOFFATT! Utah Copper Company. Salt Lake City, Utah; R.H.5EIP, The New Jency Zinc Company, Fnnktia. New Jersey; L T. S1CKA. Sc Joseph Lead Company, Bonne Terre, Mimoori; JOHN TREWZEK, Komestakc Mining Company, Lead. South Dakota; HOWARD I. YOUNG, American ray, t^4 ft imrfttng Company. St. Loois, Mimouri - - Staff Repraentoth*--G. G. GRIEVE, National Safety Council, Tw, Chicago, ttllwofi Pat General Chairman Mtmng section MONDAY AFTERNOON SESSION October 6, 1947 Pnsidbig: C. E. MdCnighr, Mine Captain. Lake Shore Mine*. Ltd. t Um o! DImo! Powtnd Equlpmecl in an Undsrqroua^ By BAYAHD MAGEE Wodes Manager, National Gypsam Company (PmbaiBan. Va.) . Pissaokd by M.C.U. POILARD Safsty Pirwctoc. Notional Gypsum Company. (Buffalo, N. Y.) It has beat a relatively short poind of time w poetically *H haulage in tsmtUng and isMnS opoatieea gcsucnBy was Monptfcbcd by wars of mn or male power. From a safety wandpoint only, it might be to improve apost this method of transportation. The umemicy for movement of greater *---- |p. liuwtier, required the nsc ot some other kind of poker for transporta tion. The dearie locomotive, either the stor age battery type for short bank or the trolley type for longer hauls baosmr popular for this service several years ago- The use of this equipment, however, especially the troOey lo comotive, introduced some additional hazards in the transportation problem. Therefore, people appd in --ttig and tunneling op erations. who woe always looking for haulage methods which woold reduce costs, were, in addition, looting for ways to reduce these boards. Several European countries, notably Bel gium. wptdiMivai with the use of Diesel powered equipment underground ta the early Twnda Ijut experimentation with this type of in this country. When" the tontrwtfam of the Debware Aqueduct, a rantinnoos hard rock tonne!, seventeen feet is rfhmrtrr and ejghry-five miles tong, was begun In 1997. the United States Bureau of Mines, cooperating with the contractor and the New Yosk State Department of Labor made exhaustive testa on Diesel powered lo comotives for the haulage; The roving in time and cobs as a mult of the use of Diesel pewend equipment on this job, plus the re daction la hazards was an important factor contributing to ihe-~iDcrascd popularity of Diesel powsrod equipment for underground use ia recent yean. At a broad general statement, there axe two inherent hoards introduced when Diesel pow ered equipment is used underground- Tint, aad of lamer importance, is the faa that since the Diod engine uses oxygen from the air ia burning the lad, there b a possibility of aa atmosphere ousting In the mine deficient la oxygen. In practial operation of a Diesel underground, however, this condition could not ia ail probability exist because the amount of frah air required to'dilute the .toxic constituents of Dine! engine rxbatist gu is of such magnitude as compared with the local volume of **h<* gas, that tbc excess nitrogen due to consumption of oxyga by the engine is SnsigniScam in con tributing to oxygen defidmey ia the groeral air srbere normal air is drawn into the en gine. The other hazard inherent to the Diesel engine is that of creating m atmosphere which is objectionable, or harmful to health or tiui with wifidcnt toxic gases present, to be dangcroos to life m * result of exhausting the products of combustion underground. 'Use manner of handling thi* problem is be ing covered ia another paper to be presented at this meeting and no attexspc win be nude to dhow in any detail this phase of our problem. But let us take a moment and examine the --waiws constituents of a Diesel engine that may create an objectionable or harmful en vironment. We will normally find present in the yes, carbon monoxide, oxides of nitro gen and sulphur, carbon dioxide, aldehydes, and smoke. Carbon monoxide is a celeries* and odortern pi. It is of slightly lighter weight than air, diffuses easily into Use surrounding at mosphere but may accumulate in the top of a 35th Naticmai Safety -Congress, 1947 working places that are riot.'wH|-, yenfilayad." 'sylpbur ts readily, available and most Dicsd It is extremely dangerous to breathe. A car ^ engine manufacturer* specify the maximum bon monoxide content of ojo to 0.*5 ` per " permissible sulphur content of the fuel. cent in air that is breathed ^produces unctb- Cirboodioxideu * color!-- and odorie* sdousnesa in approximately thirty minutes: a concentration of 0.04 percent causes head ache1 and discomfort' within two or three gas. It is heavier iban air and may accumulate near .the floor of inadequately ventilated hours. It is. therefore, obvious that wd must carefully guard against any apprcdable con tunnel or mine workings. When breathed one-balf of one per cent (04 pre cent) of centration of carbon monoxide in the miner carbon, dioxide causes a alight increase in air. The.maximum concentration of carbon rung vcuQGiUor, Le. causes deeper brmthlng. monoxide considered permissible in a wot*-' ..Vmf tyra per cent causes about go per cent tng environment is oast per cent, or onehun increase in lung ventilation. Carbon dioxide dred parts.petpillion, Tbit`standard is died' Jf forinjed .In the complete oxidation of tbe by virtually all private, govemmentand state carbon in-thc fuel oiL The Bureau of Mines groups. recommends that the maximum allowable carbon dioxide content of the atmosphere in The tens oxides of nitrogen is applied to mines be less' than pgr enu the toklc oxfdes of nitrogen (ISO) arid nitro gen peroxide (NOj) of mixtures of them. The Aldehydes are a product of the incomplete oxides of nitrogen are formed by'the reaction oxidation ,oi tbe hydro catbon* in the tmd between oxygen and nitrogen composing the oil. Aldehydes have a characteristic sharp, air, heated to a high temperature inside the suffocating odor and even 2a oumdy mdl cylinder of a Diesel engine. The fuel oil does quantities can be irritating to tbe eym sod not enter into this particular chemical reac nspiratory passages and tbeir p--ce a the tion in the cylinder and' tbe oxides of nitro exhaust gas is higdy luywtle hr the w gen result solely bom the reaction between olltd aoid ! bom Dieri o^m. It nitrogen and oxygen of the atr brought about is the only odor that can be detected imm by high temperatures in confined spaces. In Lbc exhaust gas because tbe other gaacs. ouxpt haling of these gases causes a formation of nitric and nitrous adds in the respiratory" organs. The presence of only a- small per centage of oxides of nitrogen mayJultimately tbe slight traces of oxide of witphar fch.li may be present, are odorim. The Bana of Mins recommends that Dtcsd ^eagme ex haust pc, as diluted and discharged rmtn the cause death. The maximum allowable per atmosphere. contain no more thus tts parts centage of oxides'of nitrogen in mine atr In various state* ranges from 0001 to 0x04 (ten per million by volume of aldehyde Bader aay condition of operation. to forty parts per minion).. Tbe maximum - The smoke content of tbe eshawst gaacs of a percentage of this gas considered permissible properly maintained and operating Diesel in tbe working environment by the Bureau engine-will be sp small that its with of Mines is 0.00x5 per cent (15 ports per proper ventilation, will be negligible and --l million by volume). not be considered here.. __ The sulphur content of hid oil is oxidized to form sulphurjlioxide ((S-Oj) and sulphur trioxide (SOj) but' these are usually repre sented as'sulphur dioxide. Sulphur dipylde^ a colorless, suffocating, irritating gas With a strong; pungent. sufphtfTOus odor. It Is poi sonous even when preterit* id :rifcall percenttfgbs-'and-although oixf fo on^'peh cent (400 to soo'pafts ptfr iuillidn)' is considered danger ous1** persons ocPetposure of thirty to sixty minutes,-`the gas is so imsaffrig to the eyes and respiratory system that it is intolerable to remain in.-riad breathe ahatmesphere cbnfaining'jt dangerous, amount of sulphur di oxide unless the . victim- is "Unable to escape from it; "Suet oil `that Is virtually bee from From tbe foregoing,' it is obvious that tbe exhaust- of- a Diesef engine ah create aa atmospheric condition which repcoents a real hazard to life. ExpcriJhentatkfo has proven that tbe amount ~uf tbe toxic gists produced in tbe operation of the engine b largely dependent upon tbe air amffdel in tbe cylin ders during Combustion ok in other words tbe air Aid ratio. The ratio ift'fcXpr--ed in fertni of weight- i. e. pound* of"air per pound of fuel. The air fil'd ration is at its minimum at tbe minimum* power output or Wbea tbe en gine is idling. The ratio' it titaxfmum at full toad and speed* as when the frigfrvr i* work ing at its highest capacity..-The air- fuel ratio at maximum power output -Or 'hill throttle Mining Section -. 9 is the most significant as the weight of the wtnutf gases is at a maximum when the en gine is working at capacity and requires full throttle or injection of fuel oil. Tbe chemical ly correct mixture for maximum oxidation of the carbon In tbe fuel oil to carbon dioxide ts about fifteen to one but at this ratio Urge quantities of carbon monoxide and hydrogen are formed as well as a small amount of methane. .However, operation of tbe engine at a higher air to fad ratio wilt very materially reduce tbe amount of toxic gases contained in whine of tbe engine. Therefore, tbe successful operation o a Diesel engine underground from a standpoint of producing a minimum of harmful gases in tbe rha"M is dependent upon tbe air fuel ratio which should always be not tern than twenty to one; reriodic inspection and main taining the Dirac! in first-dam condi tion are also imi mill in bolding the unde con- stimems of the exhaust gases at a minimum. Even though these conditions be fulfilled it is also obvious that ventilation, of the mine workings is extremely important. Adequate ventilation Is required not only for safety but for tbe aotm of an atmosphere in which the content of irritating gases is ro small as to be unobjectionable. Tbe United Scats Bureau of Mines mrnnnwpds the dr- of a minimum of 74 Cu. Ft, of air per minute per brake bone power. This iaiwuM requirement is based on the pre- mam. that, by the dreutatioa of this amount of air an atmosphere will exist in which the Marie gams are considered to be of nidi smalt that they are not harmful; but in actual practice, we believe that it will pay dividends to increase the amount of air cw- cnblwl well above this minimum. If tbe un derground workings are such that the drifts can be used as air ducts reducing tbe frictiou to a minimum, the cost of circulating this air is not great, fat instance in the National Gypsum Company operation at Kimballton. Virginia, we are setting up to circulate 80,000 cubic feet of air per minute with an ex penditure of only t5HF in energy. Summing up very briefly, the following represent the chief advantages which we hare found in using Diesel powered equipment underground: Greater flexibility of the haul age system (using rubber tired equipment). Under certain operating cooditioos, cspcdaUy during the development stages of a mining opreation or in tunnel driving, there a very ubstantial reduction in haulage costs. taw bat by 00 means lost, a reduction in hazards a* compared with other eoavoadonat mnhnrli of haulage. Tbe following are tbe chief ditadvantages experienced; objections on tbe port of workmen in to tbe Oder of the from a Diesel engine; tbe ar> canty of baring laws revised in many in stances to permit tbe use of Dicsei powered equipment underground. We believe chat a quotation in part from Information Circular ;jtt published by the United States Bureau of Mines in July. 1945 is a suitable condu- <uoo for hi paper. "From tbe experience gained in foreign countries and from in- vettigatioo and tests by the Bureau of Mane* in tbe laboratories and in tunnel driving in the United Mates, it appears that most of tbe objecrioa to Diesel locomotives in mino have been overcome, that they offer a method of underground transportation far km haz- ardoos Lbe trolley locomotive system and that they are at least 00 a par with trolley locomotives from Use very important view point of efficiency and cost of hauling mate- tab.** Tin Advantages and Disadvantages oi Using Disasl Equipment in Underground Workings By J. H. EAST. JR. ' Mining-Engineer, Bureau of Min--, Washington, D. C. Diesel-powered equipment, when used un derground, has both advantages and disad vantage* that are not wcQ-understood by many people in tbe mining industry. Three is probably no ochre type of mining equip* ment now being introduced into American mfrwg about which leas is known and about which there is more mUinformaton. Any equipment installed undesground brings with it hazards that were not present 10 35th National Safety Congress, 1947 before. iad it is the purpose of this paper to diffusa easily Into tbe surrounding atmos proem both the advantages and diadvan* phere but may accumulate in or toward the Lzgo of using Diesel equipment in under* (op of a wotting place that is not well- ground waitings and to outline briefly how vendialed. Carbon monoxide in the exhaust Died engines can be nsed underground with gas k formed by Incomplete oxidation of tbe tdatlve safety. fuel oil; contrary to the belief of many peo The Diesel engine adjusted to wort in underground mines should not be confused with the sune engine when it is adjusted Cm ple, carbon monoxide Is always present in tbe silane of a diesd engine. It is extremely hazardous to breathe, eras in small volumes. use outside the mine. The adjustment of airfud ratio for engines that are used on "Oxides of nitrogen" is the lean applied to the oxides of nitxogm or mixtures of them. the surface is intaxied to give the maximum Tbe most serious consequence of inhaling fad economy, and little or no attention is thoc is the formation of. nitric and given to the chondral comporttfoo of the ex nitrons adds in the respiratory organs. The haust gas produced. Many of these engines maximum proportion of this gas considered are poorly adjusted and perhaps poorly main pcnaianble in a working environment is only tained, with the remit that the engine emits >5 parts per million, or 00005 per cent. The smoke in quantity as wdt as, the disagreeable oxides of nitrogm m the exhaust are tottool odor familiarly saodated with diesel solely by the reaction lustui the oxygen The airifud ratio in the me of diesel en and nitrogen composing the air when air gines operated on the surface is generally Is heated to a very Ugh tempoatnre by the around 15:1, that is, 15 pounds of air to pressor* iewide the cylinder of the diesel bum 1 pound of fud. engine. The fad oil does not enter into this Ditael engines that are adjusted to work chemical reaction. underground usually hare an air:fud ratio of ao:i, as at this ratio minimum quan tity of toxic gases is given off in the exhaust. A diesel engine operating under ground should be equipped with an exhaust- gas washer, or scrubber, as it is frequently called. The exhaust-gas washer or scrubber removes most of the disagreeable odors from the ethamr. gas, but does not remove the The relative order of toxicity of oxides of nitrogen Is shows by comparison with car- boa monoxide. An armcephoio containing one half of 1 per tent (040) to to per cent of carbon monoxide k tifcriy to be fatal to a human bring in 1cm than go minutes of ex posure, whams as tittle as 007 per of oxides of nitrogen may be fatal in the same time. toxic gases. Diesd engines that are uwd on*, derground must be Jq better con dition than stwnTar engines used on the sur face: otherwise; the smoke emitted {0 the nthaiiw becomes objectionable if not un endurable. Practically norami air is required for safe Ofwntiaa of dlad ogias underground or in confined phew, and fadare to provide virtually normal air for dime! engine opera tion is almost certain to remit In trouble. The Burma of Mines engineers have deter The trade cotwtituaus of diesd-engine ex haust gas are carbon dioxide, carbon moooxide and oxides of nitrogen. The rinrAwtotm mined that the air in which a diesd operates in' ennfined places showId contain' less than one-half per cot of carbon dioxide and at * of the first two are fairly well known to those least ao pm cent of oxygen. In a tot, a connected with the mining Industry, bat the diesel locomotive waa ran in a confined place dangerom effect* of breathing oxide of nitro until tbe niton dfonrtrte eoncennaalon in gen are not well-known, although these are the atmrephae was approximately 1 per the meat dangerous of the uxdc gases in the exhaust. Carbon dioxide is an odorless,.colorless gas, cent and the taibun monoxide was mi per cot; viribOky was MjntrrT not. and the odors heavier than sir, and may accumulate near the floor of a mine working that is not prop erly ventHated. The carbon dioxide in `the exhaust gas is formed by complete oxidation of the carbon in the fad aL The odor anochted with the exhaust of a diesd engine k nosed by-the aldehydes; it Is tbe only odor that can be detected in tbe exhaust gas beoasr the other gases, except the slight trees of eoidcs of tins may Carbon monoxide'is also an odorks, totor- be present, are odmlsm. Urn odor of alde less gas and is slightly lighter than air. It hydes greatly rmemblm that of formaldehyde. Mining Section 11 which Is the aldehyde of fovoslc acid. Tbe morf of the aldehydes from the exhaust gas. maximum cooenwraioo cncridgrcrf pcrznhsi- The apparatus generally consists of a con- ble in a working place is based upoa the com fort of tbe peno cepostd Co the atswaphere. Aldehydes are so kMny (o brmthe that it is unlikely that men could continue to work m fhe maximum concentration considered per missible by tbe United Stars Public Health Service and many State Health Department is 10 pans per million, Mention of the toxic coostiUMnts of diesd- exhaust gas and their characteristics has been made to call attention to this hazard in connection with the oadesground use of tbe diesel engine. The prevention of danger from this - source is auple the machines must be kept in good repair, and enough ventilating air rent be provided to dilute and carry away the toxic gases from the ex haust of the diesd'engine. Tbe minimum volume of remitsting air required for opetal - 119 diesd engines undoground is aboot 75 cubic feet per per brake-horsepower; this volume of air is required for each diesel engine in service and is La addition to the volume of air required for normal ventila tion. However, if ventilating air is supplied a working place for ocher reasons, it is pomihle that no additional air will be required if a diesel engine is placed in opera, lion. Take, for example, a noogatry coal mine which icqlitres a "tuis of 70,000 cubic feet of air per to maintain the mine air ax the mica quality and ic Is desired to operate two diesd 65-horsepower locomo tives for haulage; The total ventilating air required would be tamer or tank of water through which tbe exhause gas is pawed; baffles tend to break the bubbles of gas. Water is one of the bat absorbents of aldehydes, but considerable care should be taken to keep tbe proper amount of water in the washer and to change the water before it becomes saturated with aldehydes and cannot function. It is im portant to remember that a washer does not remove tbe carbon monoxide from the ex haust gas but does remove mads of the alde hydes and some of the oxida of nitrogen. A properly designed, writ-maintained washer will remove most of the typical died odor and usually decrease employee opposition to the use of diesd equipment. Flame arresters oo both the Intake and ex haust of diesd engines used in underground cool mines is a "must" because of the igni tion hazard if an explosive mixture of gas and air is encountered. In metal saining, the use of flame arresters is not so important, un- los there is a possibility of tbe presence of an explosive ga* as in the ok of some west ern tunnels and mines. However, Dane ar- ` raster* m die are desirable in any type of mine, as they minimize a possible fire hazard. Relatively few diesd engines have bees used underground in American mines, but in Europe more than i,goo such mine locomotives are la service. Tbe locomotives range in weight from lj to so tons, with engines of an to soo hounepower. In England, some coal mines use two too hontpovg units connected in tandem and opaated by one engineer for 70^000 cubic feet per minute **65x75 -- (minimum) 9-730 cubic lecX per minute foe the dfach main line haulage; These units have a draw bar pah of about tfoooo pounds. Tbe most common size locomotive used in European mina for main-line t-wfag- is the to-ton, 50-horsepower unit. Total 79-750 cable feet per minute. This would be the minimum total volume of ventilating air that would need be supplied to maintain the mine atmosphere at tbe proper quality level. However, tf at this same mine ic is oeces- In the United Scats; so far as is known. (Maly four diesd-powered locomotives are in use underground. Two of these arc in metal 00c in a day mine; and one in an underground limestone mne. Diesel powered trucks and other dicscT equipment have been is use is tbe underground limestone mina sary to supply 100^000 cubic feet of air pa* m the Central States far over to years. The minute to keep the methane eonteot of the limited use of dioet equipment la American mine air within the oxjppcr cent limit, no mina. is due chiefly to the lack of knowledge 1 additional air would be required to operate of the **,wl hazard of diod *--and of the two diesd. locomotives. team for removing the hazard,' advene min Washers or scrubbers are used to remove ing laws because of tbe lack of this knowledge. 35th National Safety Congress, 1947 and absence of information on the successful performance of diesels in European mines. Some States have laws and regulations pro hibiting the use of internal-combustion en gines underground; these laws woe intended originally to prohibit the use of gasoline- powered equipment and were enacted be fore the diesel engine was developed to its present stage of safety ud efficiency. It is important to understand the difference in the chemical composition of the exhaust gas of a diesel engine and a npHn* engine insofar as the toxic gases arc concerned- The carbon monoxide content of the actual ex haust gas of a gasoline engine may amount to as high as 14 per cent, while the carbon monoxide in the exhaust of a diesel engine adjusted for underground use and in good nuxhinical condition will range from one to on$ per cent. However, if the Diesel engine is not in proper adjustment Cor underground service and is doc in good mechanical condi tion, the exhaust of the diesel engine can he very tunwiftiu-pwiiniiy is serious as ** of a gasoline engine. The nrhantr gas of a diesel engine when properly adjusted contains an excess of oxy gen, even when the engine is working under tall load and at nmtfnnnn speed. Typlrel exhaust-gw analyses when the engine is work ing under hill load and when idling are shown in table 1. Table 1.-- Typical Diesol-enaine Exhaustion Analyses Engine Under Engine Idling, full Laud, Per Cent Percent and 17 fed high for fim feet. On retreat an additional ix feet of top rock is mak ing the final room she 90 feet wide and 19 Eecx high; the pillars are not rccovoed. The mine is operated two shift* per day. and the daily production avenges 1,800 tons of time- stone. Approximately 70 men are employed underground 00 each Vmtitorioo is induced by a reversible fan operating blowing. Approximately 66,000 cubic feet of air per minute is coursed through the mine in two splits. The bantogeways are ventilated by return air when it to possible to do so. The diesd equipment used undogrouad at this mine hutada six-cubic yard-capacity trucks powered by 107 hooepowa engines, a bulldoeer. a tractor leader and. a savke track. Analyses of the samples of the general mine atmosphoe taken fa two working fuss and in the main mum at the abaft bottom where three Diesel tracks bad pamed in the preceding 7 infanta axe shown fa table a. Table 2.--Analyzes of Garnered Min* Atmosphere finer 0/ lboomA Oxygen Nitrogen 104s 7*0* Carbon dioxide Carbon mon 06 oxide JOB Main return Face of . at shaft Itoom 3 bottom S0.7S sage 7*0 .16 7*o* ns no no *H ns Oxygen Nitrogen Carbon dioxide Carbon monoxide Methane 1*63 7940 Sg ,03 -05 .. Oxides of nitrogen, parts pa* Bullion Aldehydes, puts per million toono so 40 43 The limestone mine in Ohio in which time athaim gw samples were taken is opened by two shafts moo feet deep; the two-entry room-and-pillar method of mining is The entries are driven 16 feet wide 17 feet high; the rooms are driven to feet wide iM) loono The MKsmfal me of diesel-powered equip ment at this afase Is significant. The mine shaft is mob fiat deep, and ventHatioa of the swing pieces is induced by mechanical methods. The nIhm of fresh air taken into the aha is adequate to dilute and carry away the ink gases of the "<" from the diesel engines, and analyses of the samples of the gcntnl mine air that the air in this mine is better than that ordinarily (bund in mines. nocwithKanding the use of seven, and wmwtimn nine, units of diesel-powered equipment. The very brief mention of diesels, the haz ards mused by tbdr use and the succemful use of diesels at an American mine have been Mining Section 13 given before discussing the relative advan tages of using died equipment fa under ground mines fa order to show that, not withstanding the hazards introduced by in stalling diesel equipment underground, they on be n--d with safety if certain very feasible precautions are taken. The advantages of using diesel equipment In underground mines arc many, particularly in those mines with mechanical haulage or where mobility of equipment is essential. Electric-troBey and storage-battoy locomo tives are used in aS types of mining, but dearie-trolley haulage has been supplanted m some *i and nomsetallic mining dis tricts by storage-battery kwomodvo. EecrrfctroBcy lnuviuilwi are nsd in amt coal mines. Many metal mines use storage-battery loconotires for level haulage, and dearie-trolley types are used for main-line haulage because of the power requirements for handling the Urge can ordinarily used fa main-line haul age; and frequently because of advene track grade*. The great advantage of Diesel-powered lo comotives compared with storage-battery loco- bkhSto Ha ill ifce paler capacity and pealer speed ol the'diesel. Storage-banery locomo tives of equivalent c*parity are muds larger and tor more costly to purchase and maintain iban Diesels of the same power. Battery- ,t..aging sutioo* must be maintained on each level for storage-battery equipment except for the very small types of battery locomo tives which can be moved from one level to sfwutww handily 00 the age. Spare secs of batteries most be maintained charged in or der for the locomotive to be used in muld- strift Brines. In one Instance, it was determined that, on a 5-i*3e haul with the required lead, the po-hecsepower is-toe storage-bsttay locomotives available, when hauling a load of 64 teas with a draw-bar pull of 1,900 pounds on a level track, developed a speed of t --fl-- an boor and could make five round trips fas 8 hows bat that it would be neces sary to the battery after each rodnd trip. The oast of additional charging sets and batteries, providing spore fa the tunnel for the sets, and other factors were prehlhhln and diesel engines were substi- twtsd. The dock hauled seven round trips 5 nQs fas am 6 hear shift. The cost was abooc to per cost of stonge-battery locomo- tire rWliTiii The renter of gravity of a storage-battery locomotive is usually much higher than for a diesel locomotive, making the storagebattery locomotive more subject to derailment and also more difficult to retail than a diesel. Storage-battery locomotives can be used to advantage over level grads oa short hauls. pyrtnihriy in those places where-adequate vcntQatiou cannot be maintained; in virtually all ether places, the diesel locomotive has the advantage because of cost, power and speed. The diesel locomotive has many advantages when compared with the dcceric-trolley-typc locomotive. They are much more flexible, as the "* obrists the necessity of extending trolley lines into new worktop, maintaining wsring troOey Gots, bonding rads and main taining the t^vt* The extension and main- tana- of the electric-trolley system are im portant items of met at mines mfng this sys tem of taubgt. EHmlnstioo of the trolley lines aha dmitatts the need for guarding them to prevent personal contact with the wires. In cool mines atone, between 1930 and 1944. 460 fatalities were caused by contact with trolley Una and locomotiva. an average -of g fatalitks a year. The trolley wires are a prolific cause of mute fires and of explosion? in cool mines. Between 1990 *od 1944. 30 mine fires and 50 explosion* resulted from this cause, and 355 works* tost their livo. Fires and explosions from tk obk may be eliminated by using disci locomotiva. since European statistics reveal that no mine fires or ecpkmoas bare ben caused by diesel locomotiva in coal mino. Another great advantage of the diesel mine locomotive Is riimiootioa of the necessity tar asfng daea-current dearitity under ground and .the consequent danger of stray ramats. Ax oae targe metal mine. It was niUMiry to abandon electric blasting and return to fnetnd-ap blasting because of stray aments, which, it was determined, origi nated to the dearie-trolley system. In an other metal mine, trolley haulage was aban doned fa favor of itorage-battery haulage in order to be able to continue dearie blasting, which bad been made hazardous because of stray currents from the trolley sywem. The osc of diesel-powered tracks for haul age units la some mino. such as the under ground k--w--w mines to the Central States and lead-sine mines of the Tri-State district. >f f 14 35tjt National Safety Congress, 1947 has definite advantage! compared to rail haul age. The roads can be made to-follow a uni form grade or to follow the dip of the forma tion, and the roads an usually be at small coat. The original cost is las thn with rail haulage; and the method is mnch more flexible. 'Ihe mobility of diesel-powered equipment underground commends itself to many min ing officials; the equipment used underground includes bulldozers, tractor loaders to dan up spilled rock, tractor mounted drill jumbos, portable air compressors and trucks. Some diesel-powered shovels are toed, but most of the shovels are electric driven. Some European coal mines do not permit electric equipment to be used underground because of the fear of causing an explosion from electrical causes. These mines use dloel and compressed-sir-driven equipment. Com pressed air motors are used for the shakingconveyor drives, and both diesel and com pressed air locomotives are used for hantag- Th* principal dlsadvantge of using diesel engines underground is that virtually nor mal air must be maintained in aU parts of the mine in which diesd engines oper ate. This can hardly be darned as a dis advantage. but It is certainly a "must" if diesd engines an to be operated successfully underground. Many metal mines ate hot. and an exeras volume of ventiUting air is pro vided working SBctiom to cool the mine at mosphere; obviously, in these cases additional ventilating ahr is not required if diesel en gines are uncalled. - The diesd mine locomotives now manu factured stand too high above the .rails to work in many octal mines- To use diesels in these mines would require extensive enlarge ment of the haulageways, and the cost prob ably would be prohibitive. Presumably lowerheight diesd locomotives on be provided if t market develops for then. The diesel-fuel tanks for the underground storage of fuel oil constitute a definite fire bawd. Diesd fud oil is by no means as dangerous to store nor as likely to be ignited as gasoline, but it is hazardous, and not over one day's supply of fuel oil should be kept underground. The fud mb should be placed in a room of fireproof coestxuctioo: the doors should dose tightly and should be tockedwhea not in use. The tanks should be arranged so that the fucl-supply tanks oo the engines an be filled without spillage. -Spilled oil should be removed promptly, preferably by soaking it up with dry sand; the oil-soaked sand should be taken to Use surface for dis posal. A discussion of the relative hazards of gaso line versus-diesel hat no place in >< paper; however. It is pointed oat that gaso line is far more dangerous to handle and to store underground than diesel fuel oil and that the exhaust gas from a gasoline engine is extremely dangerous to breathe at any time, particularly in a confined place. Tbe Bureau of Mines condemns the ax of gasolinepowoed equipment underground at any time. The hruiageway in which a diesd engine is operating should be on a separate split of air when it Is possible to arrange It, to pre vent the odors, which may be objectionable, from reaching the working fone. A definite fire hazard b introduced in non- con! mines, pankulariy those that are heavily .timbered, 'When the dime! engines are not equipped with Same arresters oo tbe Any Intcraal-conbusdoo engine will back fire tinder certain conditions and emit ftxsoe of considerable length horn the ahalnsc pipe. This Same can ignite dry timber, bark, or other combustible matter and ause a dis astrous fire. The use of Same airmen on tbe exhaust of diesel locomotives used in European Buses is mandatory. A diesd engine working underground must be kept in good mechanical cowditioc at all timfs. to reduce the meaat of smntc la the exhaust and to have only the minimum amount of toxic and odoriferous ga in tbe engine exhaust. Diesd awdania that can maintain a died engust in proper repair are more difficult to find than competes elec tricians; however, if a demand coos for sndt service; It is pamibtc that mechanics can be developed. capable Diced mgines on be used safety ha under ground mins if ventilation is pro vided. The ventilation should be induced mechanically so that drcsdaxloa of air cut be^ controlled at aU km The stmtaptee in 'which a diesel engine works should be eomtially normal air as otherwise trouble is virtually certain to be experienced. Mine oddals who am responsible for tbe workers in tbe mine should have a thorough undemanding of the Introduced by using dksd equipment underground. The plan of ventilation should be worked out before, the units are inmiM, and mmpim Mining Section 15 of tbe mine air should be analysed at frequeut .intervals after the diesds are first in stalled underground, to check the effectivenew of tbe ventilation. Periodic analyses of the mine air, particularly along tbe haulageways. should, be made while the diesels con tinue In operation, to check tbe mechanical condition of the disci engines as wdl as tbe ventilation. The diod mine locomotive Is less hazard ous in ondagroup operatioa than one of tbe electric-trolley type. A study of American coal-mine *--* reveals ***** y8} fiialitis woe caused by electric-trolley systems In un derground aaina from igjo to 1944, while European statistlea show no fatalities caused by the use of diesd locnmntivti in under ground coal The dksd mine fowmodie is preferable to the storage-battery locomotive when heavy loads and steep grades are considered. Tbe original cost of equipment and the coot of maintenance definitely favor the diod, in *0 far as now known. For coal mines a "permissible" diesel en gine should be used bemuse of the danger of possible ignition of gas-air or coal-dust mix tures try Same horn the exhaust. Up to the promt time no "pamisible!" diesd mine locomotives are on the market The advantage gained by tbe use of the diesd equipment underground far outweigh the disadvantages; in fad, tbe principal dis advantage--that adequate ventilation must be provided in those pans of tbe mine where a diesd engine is operated--can be dawed as advantageous from tbe health and tfidoiq points of view. TUESDAY AFTERNOON SESSION October 7. 1947 Presiding: G. E. McKraght, Mine Captain, Lake Those Mines. Ltd. Lake Superior MEner Safety Council--History and Growth By A E TRESTRAIL Range Safety Inspector, PSckaad* Mather and Company The presence of copper in Lake Superior district was probably fax reported by early explorers in 1S3S. The Chippewa Indians knew Its pccatnce and used it far erode orna ments. According to the nyutu of the U. S. Geological Survey, these is evidence that mining was carried on at a far earlier period. There are tikkuui dot poadbly the ancs- ton of tbe aboriginal tribes possessed the ability to mine and utilize the copper. Weapons and domestic wwfls of good finish and topes are Kill found in mounds and sand dona an Lake Superior's southern shore. The year. 1(44, "*-* the beginning of copper mining in this district. This branch of the nxfaiKiy advanced to tbe point where at one rime, k was the nation's chief source of tapper. Its auboiu production e believe wot in iSp when lajjga long torn were mined. Iron mining In tbe Lake Soperior district bad its logimiinp in Upper Michigan. Dis covered Sot on the Marquette Range in i&44* iron was roon found to be tbe prevalent mineral of tbe entire Lake Supoier district. Tbe production of iron has been enoemoos and shipments reached their high point in 194a when over QGjxtojMO tea sue shipped. In these beginning!, mining necamrity was vary aude and attended with great danger. Some miners who have lived to sae tbe him- lap of safety recall vividly tbe days when some anted out a least ooe dead minor per week. Public opinion demanded that greater precaution be taken and in Michigan, county mine inspectors were engaged as early xs 1M7. Wisconsin and Minnesota oho em ployed mot in tbe same apadty. Their efi- aency was necesmriiy impaired by tbe Urge territory they had to cover, and ptogims in safety was consequently very slow. Tbe man agement was cooperative, but.minor sup vwoes snwwtinw bad a very meager notion u to what constituted reasonably mfe condi tions. Then, toe, it was practically bred in the IS ._? %: 16 35th National Safety Congress, 1947 bone of workmen that a ml miner had to be ragged and part of that ruggedness con The committees to make arrangements were three in number miwiuttig of Program, sisted in being indifferent* if not actually Meeting Place and Hold Accommodations carries*, in regard to the inherent hazard* of mining. Tbov t* reason to believe that many of them scoffed at the Ida of safety and in many cases engaged in practices, fool* hardy in themselves, and which workmen to day recognise u practically suicidal. Such, generally, were mining conditions in this district and, undoubtedly, the same gen and the Reception and Luncheon Committee. The report of tbe first meeting stated: "The meeting vras enthusiastic and well attended and a resolution was passed that the Bureau of Mines make tods conference* annual affaire in tbe Lake Superior District." Here, according to one of tbe spoken, is eral atmosphere prevailed in mining regions throughout the country. a body of men with about eight yean of safety experience, attempting to attack the In or about the year igio. companies were beginning to show an increasing Interest in safety and some had selected safety com mittee* with the thought of improving work* ing conditions. These committees functioned with varying degrees of success and several of the companies nude more serious efforts to prevent accidents by appointing fuIMirae safety departments. It was in igit at Mil waukee, Wisconsin, that this Mining Section of the National Safety Council came into being. Mine safety did improve and men interested in safety were beginning to think in terms of coordinated ideas and benefits that might be derived from some type of organization of Lake Superior Safety En gineers. Such thoughts emanated from a com problem of aeddent prevention. This speaker stated men familiar with industrial condi tions were convinced that 90 per cent of mine accidents were preventable. He abo stated, "It is not Intended to the value of safety work, but tbe tut should be recognized that in. spite of every effort that may be exerted to prevent personal injury, thee is a fluctuation in the number of ac cident* from year to year that is beyond our control." In that early convention the value of safeguards was recognized but education of employees was acknowledged to be the paramount and diffcult problem. This, front this, record of the first meeting, showed that those present were cognizant of tbe basic problem in aeddent prevention. pany conference in Duluth. November is, Tbe first three annual conference? were igi8. presided over by tbe district engineer* in It remained for an engiww of the Bureau charge of the Bureau of Mines activities in of Mines to initiate the steps that led to tbe district. Tbe promotion of tbe 6m con- foming such an organization and on ApriT fetfenas was hugely in their hands although *. 1919. In response to an invitation from there was some counsel from tbe various Mr. Byron O, Pickard. District-Engineer of safety engineers of' tbe mining companies. the -Bureau of Mines, a meeting of lety Tbe proceedings of tbe conferences were engineers and county mine inspectors was carefully recorded and regularly published held. The attendance at this first meeting following each convention. In tbe first fire was very small and was' held in Houghton, years, the attendance doubled. ***** in the Michigan. The object of this meeting, as fins ten years, attendance increased almost stated in the invitation, was that county mine five times. inspectors might "become acquainted, dis An Idea of attendance is revealed in the cuss Uhir common problems, and listen to addresses on safety problems try some of the corporation mfety men," annual registration bom 65 at the first racesing In igtg to 1*5 in 1914, *74 in 1919, 400 in 1940 and Oao at tbe 1947 convention. As Thera was considerable ouhusiasDt at this previously stated, 19 companies were repre meeting and it was followed my promptly sented at tbe first meeting, ***** fa tbe 1949 by a second meeting which was held in convention, *4 bad men in attendance. This Duluth. Those present Included State, Fed would indicate that there was an early and eral and County safety inspectors, some rep genuine interest of practically the entire Md resentatives of safety equipment manufac of .operators. If It be tree that safety should turers as well as safety engineers from various begin at . tbe top, we have evidence ***** tbe Lake Superior mining companies. Nineteen - operators in the Lake Superior district were mining companies were represented. early cognizant of this ha, Tbe attendance Mining Section 17 has changed from a meeting made up pri- representatives to include supervisors in all manly of professional safety men and sales capacities. The Lake Superior Mine* Safety Council Aims-- Object!?**--Arthritis*--Organization By B. G. BEST Supervisor of Safety, Oliver Iron Mining Company Tbe h1" Superior Mines Safety Council given over to checking preparations far the is an organization sponsored and supported by tbe mining companies of tbe Lake Superior conference. Between September and May most or all of tbe meetings are bdd on the ranges District to supplement and coordinate the safety programs of the iodlvidaal wpmlv Cooperating with tbe mining completer and --from Ely, Minnesota to lshpenung, Michi gan. In tbe year 191*7 uttsduxe at tbe range meeting varied From to 106. bolding membership in the Cocmril h tbe The Annual Conference in June is tbe personnel of the U. S. Boreas of Mines at the Duluth Safety Station. culmination of tbe yor's activities. It is a two-day tenon,- with pspm on carefully Contributing in no saaU way to the mecesful operation of tbe Gowpril is the he selected subjects by carefully selected speakers. The mining coopania set up exhibits of that tbe mining companies of tbe District safety devices developed and used at the have a real interest in safety work. They have an honest desire to reduce sendtots anti not only have they furnished the money ocoeoary mines, and manufactures! of and dealers in safety equipment exhibit their products. On . the evening o{ the first day there is a banquet, to any oa the Cocnol** activitia, bat they witb a good speaker, music entertainment, aho have supported the Council ia other ways. -They have been willing to have their safety asm take time boas their regular duties to act as offoen or committee mea for and attendance prizes. Registration at the last few conferences has been in the neighborhood of Goo, with a record tweaking high of 6to in 19*7. tbe Consol; they bare been willing to hare Most of tbe companies bolding membership both safety men and *"** of tbe super in the Council participate in the exchange of visory forces prepare and ptuent papers at aceident data, and iced to tbe secretary de "wring* of the Conned; they bare taken scription of {mooting or unusual aeddent*. operating men--sopcrintendgita. Internal and Tbe secretary ideas reports which be con workmen--off the job to attend fvyw** meet siders most interesting and informative and ing*? they hare bad mechanics aad shop men has copies made for dhtributioo to the par mau: model* of safety device* to be exhibited ticipating companies In this way each com at the Annual Gosticzeoce; and they hare pany is kept informed of aeddent* through been agreeable to tbe free and complete inter out the entire district and is able to profit change of aeddent data and similar informa by the experience of other operators. tion. The organization necessary to carry on these The Council has three major activities: activitia is simple and can be divided into . Monthly lamiap at various places in two parts. The first part is the executive com the Lake Superior District. *. An annual afitj conference in Duluth. mittee. The second U the operating organiza tion. consisting ot a president, vice president, j, The Interchange of inSoematioo and ac secretary, treasurer, committees in charge of cident data. monthly meetings, and. for the annual con Monthly --fry are held from September to May, [ndtuive. As the ^rpcreibrr mining; plana are made for tbe year's activitia. and a ference a recording secretary aad.the follow ing committee: registration, program, ex hibits. banquet, and prize award. tentative program tor the amnia! conference The executive committee is the policy mak in June is drawn up. Tbe May meeting is. ing body and has general direction ot tbe 18 35th' National Safety Congress, 1947 activities of the Coparil. It erwaittx of even men lepnaentioy seven different mining com- pafijM- These men are eqeiwnad. of mature jnrfpBmL and are familiar with the policies of the x&d of the companies they represent. Members bold office indefinitely, and when a vacancy ocain it is filled by a man selected by the remaining tocmboi of the committee. Meetings are held at the call of the chairman. The president is the operating bead of the organization. He is elected at the annual con ference, holds office for one year, and is usu ally the top safety man of one of the mining companies. His doty is to see that the Coun cil functions efficiently and effectively and that it furnishes the Gaining companies with services commensurate with the support given by them. He appoints all operating commit tees sod in doing so makes as effort to see that each company gets suitable representa tion and that none gets more than Us equi table share of the work. The proper perform ance of his duties wiQ require, in addition u the time spent attending regular "winp the equivalent of at lease one month's time on his regular work, and be should be in a position to devote this much time to the CoonriL The vice-president is elected at the annua) conference for a term of one year, and hit ejection to the presidency the following year is almost a certainty. In selecting a candidate for this office the nominating committee considen not only Individual qualification*, but company affiliations as well, for it is the policy of the Council to rotate the presidency among the various mmpaw<-- The duties of the vtce-prcsidc&c arc not arduous, w that during his term of office be has an oppor tunity to brmtrv with the inner workings of the Couodl and lay plans for his yor as president. The treasurer is also elected for a oae- . year term, bat ts usually reelected. He soUdts money from the mining companies keeps the customary records and accounts, and keeps the executive committee advised of the fi nancial status of the council. Like the treasurer, the secretary is subject to reflection and usually serves seven) terms, la addition to sending out ixnti pf ti. meeting?, preparing and sending out the minutes, and performing other week cus tomarily connected with the office, the secre tary has other important duties. He handles the exchange of accident data, arraagm with the hotels for bolding the annual conference and other meetings, sees that there meetings get suitable newspaper publicity, has charge of the preparation, printing and diazibutioo of the annual proceedings, is familiar with the detail work connected with the vari ous activities, and keeps the president and committee chairman advised of many nutters that otherwise might be overlooked. In addi tion to the personal qualifications necessary to the ps- <* of his dutfea. the secre tary showId have available the services of a stenographer, and showId be in a position to derate a considerable portion of his dree to Council work. Gnmnittco In charge of moodily meetings oq the .ranges are composed of local safety men and lave the raponsbtlicy of auklag complete arrangements for the wrings. Be cause these meetings are held to the scenes of operettas at frequent intervals over a period of six or seven months, they have a marker! effort on the standing of the Coun cil with the mine operators. Committee chair men are expected to bear in mind that taking 7$ men off production to attend a sairty meet ing costs the mining companies something tike $1,00000, and that they are justified la ex porting a meeting in keeping with that ex pend!tore. In the year 19*6-7 between 35 and *0 peo ple were oathe working force of the Couodl. either as officers or members of "*""'1"" Some bad more'than ow vnlgum iq. hot ex cept for the pnrrirlrvtf and seczrtary, no one was called upon to take a great dal of time ham Us regular work. The continued support--financial and otherwise--given by the mining companies and the prestige enjoyed by eh* Council as an out standing mine safety ecgssbnta bar wit ness ts the soundnem of the Council's activi ties, and the fact that those aofvfris con be carried os smoothly and efficiently by a group of men scattered all over the take Superior District indicates that the type of orpaintion is well salted to ^1 srnli nf ifci fasun il Mining Seeturn 19 Tho Lake Superior Minis Safety Council -- Summary By FRANK E. CASH Supervising Engineer. Bureau of Minee, Duluth. Mirmeenfrr A mull group of safety men, through t fore-sfghtedncB, realised the need for unify ing or pooling tiv'i- aaiets and effiotts In re ducing and preventing injuries In and around the mines of the Lake Superior district. Aetioa along these lines was initiated took concrete form in two mmings during 1919. From its organization through the yean, the Lake Superior Mina Safety cfuq has grown in Interest. members, and accomplish iunia from year to year. The swa.cn of the Council's activities can be attributed largely (a companies, organiza tions, employees, and their wOUngoos to put tbrir raids oa the table and work together in preventing injuries- Incidentally, although we are by no means satisfied, we definitely have a ending of pride in the strident experience tnsd in the Lake Superior dbtrkt tim the years. As set up in part U of this presentation, the three major activities are I. Monthly iw>liiy. a. Annual coufanucc. 3. Inter-change of data and infonnatta. During a Council or Coofarocc year. Anput 1 to July 31. there are usually nine monthly mrningi. three in Duluth and six at various locations oa the iron ranges. There meetings are climaxed by the umI <dowcnee. There nettings, dne to their ImAw sod attendance, require diSotst types of programs, for example, the Dulotb meetings are attended by xj to *0 safety supervisees, engineers, and inspectors. Tire my mew ing*. in addition to 1$ to jo safety men. are attended by ag to 75 operating men. Aad again the interest! oa the UmU rouge axe largely open-cat, and oa the Gegehre cfaev are largely underground. The aumml amfreence is attended by apprnxzmascfy Com representing safety and opmating p<---| of all the ranges. Iron and tapper, ia the Lake Superior district, as weffi aa ochre wealmining districts of the iMuf Scacm -- Canada. To handle the acrivitlm of fib* Qswnril three are 13 nsrnrlri chad or appobned individuals sad rnmuiirtnrs There asm Ex- eeUlive Committee, President, Vice-President. ' Secretary, Treasurer, Recording Secretary, Range Meeting Committees, Program Com mittee, Banquet Committee, Exhibits Com mittee, Pritc Awards Committee, Registra tion Committee, and Audit Committee. The actual time devoted to the work by the various individuals and committees varies, but in a conference year it will total approxi mately 700 man-days. The Council has gained, needs and enjoys the following support: i- The moral tod financial support of practirally all operating companies in the Superior dhtrict. *- The active participating support of the personnel of the U. 5. Burton of Mines, the officials, supervisors, both safety and operat ing, of the companies and of the rank and file of tbrir eaptoyes. 9. The careful preparation aad presenta tion of derired mbjerts at the various meetp by rcpumiutitm of -ii-g and ochre industries from ochre wetiow of the country. 1- Tbn mining companies and indastrial cnppty ancons provide exhibits shoving de vices and equipment toed, cc suitable lor use. in the prevoreta of injuria In and around tho mine*. 5- The mining publication* and the local aewspnpres in pshfldty contribute to the weem of the franrl! *- Mining atpiiuwkre inl'wuhl cou- ttn*- ocher than mining, iiapetfta depart- mores, and mdNidmds from ochre muring districts, 2a wiitas states. rivTM*- to ^ meetings by tbefe -`innfinrr As a remit of this support. Use Council as 1 dozing home, a boon of informatta a wihstksi to many operating and mfiecy prlilii In *0 doing. it has bc- cooe smimfel m tbe aie and efficient operaboa of the ssinre in the docikt, Abhnugh an mkfinn, a few wools of caution or advice to any teetta or group who prepare or cmwemptue organtying or operating meb a casmdl mecenfttHy or effi ciently. do nut wdi'HiU it without serious cnwridwitta. wady, and piasnrog. 1- Vms should have, or be able to get. the 20 $Sth National Safety Congress, 1947 moral and financial support of the operating companies you contemplate serving. a. You should have, or be able to get. the active participating support of company offidab, supervisors, and employes. 3. You should arrange to operate on a strictly business and effident basis. 4. The treasurer should have available $1,000 to ft^joo a year tor operating expenses, 5. A relatively small number of those in dividuals interested and affected must be willing to spend many days of hard but grati fying work to make a skdoi of the under taking. Safety Devices and Methods Used in Mines of the hake Superior District By A. I. STBOMQOTST Safety Director, Clrrtkmd Cliffs Iron Company No one an figure the exact valne in dol lars of the safety devices vised in the Lake Superior district but many of theca have cer tainly increased production, and no doubt saved life and limb. Some of the devices have become as such a part of the operation as the drill inrdihw or suaper hoist. The mines of the district have had a foirfy good safety iobhI compared to other mines of tire Unitod Starrs. During the five yon, tpfo to 1944 indnstre, as average of iso mines reported 4x451.188 mtn-hoexs worked. There were an average of 749 accidents? 310.5x8 dap lent giving a frequency of 17M and a severity of f955 Although this record is thought of as good in mining, that is still much to be desired in the accident prevention work. In mom uodapnmdadna the individual most be trained in safety because it is next to lmpm--ku far the snperrison to be oca hand at all tbacs. Many supervisors see their men only twice a day. which leaves the employee to judge and plan mods of Ids work. (Jadeground mining bn always been considered and nfSC min** am mark hxrd*y to operate safely than others because of ex isting conditions. In order to assure safe operation, many safety devices here been introduced. For in stance, wbrai a main haulage drift is in code which a tendency- to slough <n the tack, four-inch steel "H" beams can be used to support the back with cedar and tamarack placed over the caps. A 18-inch spiral metal ventilation pipe is hung in the upper corner on -one side. Air used at the breast of the heading is exhausted through the ventilation pipe to the shaft so the contaminated air does not enter the rest of the mine air. Water and air pipes also are supported on the side of the drift and out of the way of the haulage trains. Ditching is done as the heading is driven forward so as to handle any water cnoMstcml and that used in the drill ma chines, misting ppealcs and water blasts. Stxxy-poaod rails arc used which are trended and cross-bonded. Forepoling in soft era is a major safety measure and most -"*.fasht that they be installed ahead of the last act of timber with lagging crowed over the poles before the mill*, are *(V--**d to wwdt in the or beading. Furthermore, stdra of the slice muse also be supported. Falls of ground take the greatest toD of Hie isi the underground mines and ant a name of worry. When ground Is heavy or them is rack or ora m the bock. 4-inch steel ~IT bom are also med to support the back. In extremely weak ground which may run before the timber me can be cramedL tha fore- poles arc frcqaently imaBod prior ao Umdng the round. This is done by drilling large holes with a apodal augur bit. Holes aro drilled front over the cap of the last sex of and. poles axe ptahed into botes and wedged. The round is then Hw* Where there has been a run of rock, lorepoles am forml into place ** of the IroC set of timber by use of a home-made spaing driver. The device ofeat util?-- the power of the smpcsr boric If Is arade of a ao-inch tength of 6-inch -pipe with one emi slotted to receive a six-inch poBey. A txtf inch piece of steel is placed through docs just above the pulley, providing a erat lor the spiling poles. Mining Section 21 This device does away with much hazardous labor, A chain damp can be csed successfully to support staging in top-slicing. The damp is a piece of "P*-thaped metal with teeth on the upper outside, a chain sloe at the top. and a chain lor fastening the stirrup around the timber teg. To fatten the damp, the chain is pulled dosdy around the limhrr kg and fitted Into the slot while the stirrup is held away from the teg. As the damp is pushed down, the chain is tightened and the teeth imbedded in the post. Four support two raxls.aone oa each ride of the drift, acrem- which the staging planks are placed. Flanks aze usually 5* x it* sound fir; leeg enough to nach acron the drift or slier, When driving rock-headings it It desirable to dust counts as low as possible, with a count of 5 mfflsou particles per coble foot as (he recommended roaxinuim limit. In order to V--p below this limit a number of things must be done; namely, effective ventilation sweeping the bee of the beading, wet drill- cog, water-blasts during blasting and a short period afterwards, wetting down the rock pile befara and during operations, water cumins in the drift and also in the ventila tion tubing if the fan k frhsnsring air from the breast. These last two are absolutely nee- emary if tire air k to be used in any other part of Use mine. Tot* takes afro- b(airing ia a heading when the water blast was not toed showed over aoo miUioo dust particles per cubic fooc. After passing through this one set of four negates the count dropped to slightly over 6 TMnni particles. Each mist ing node uses teas than a gallons of water per hour at to pound- , mure. There are several ty**- of fog nozzles and water blasts used In the Lake Superior dis trict. They are made to create a vuhuafaoe* fog la dry ora headings and to make a water Mast for rock where it k drsfawd u> wet down the pile as wed as alky item in rmpcnskwi doting and after Tikaileg The water blasts and fog nooks use bath water and compsrased air to ereate the Mast aad fog. When la npcnrtoc. two mom of mr and water emitted from around the periphery of (beDotde are impinged giisrt each ether producing a fog. A scraper hoist tnwilHitew to m awdergtound mine should have a guard to hunt of the operator to provide protection backlash in event the cable breaks. The op erator should wear safety goggles, a hard hat, a dost respirator and safety shoes. Qosdyspoced grisly rails prevent employes from amdentalty foiling into the chute. Electric locomotives for main haulage should have "windshields." or more properly guards, to provide protection for the motormen in event of rlcraflmmt or wreck, it k best if made of ^4-inch plate reinforced with angle irons and braced to the frame with 30pouad rails. Othtf nfcty features are (1) a tool basket attached to the windshield, (a) insulated handhold oa trolley pole, and (3) canvas cover our motor. A trip light and bed k attached to the rear of each tram. The standard electric ctp tamp with a red kaee serves as a source of light, and a cowbell mounted on a cod spring provides anefibie warning. Because most un derground haulage trains are poshed to the inride of the raioe, this equipment k a necessity. Some companies have the brafceman precede the train into crow aits and other places where men are at work on the haulage level, or if there k any powdc smoke, mist or lair. A switch signal light k used to indicate the peakloo of the track switch to the motor- man of an approaching train. The signal light k --cm a stand opposite the switch throw. Two fight boxes, cadb containing two. light bulbs and colored lenses, are moomed at go degrees to each oda on the top of the Ttrtical shaft. Thus, when the shaft k moved from one pemtioa to the other, the opposite tight k visible from both directions. Nearly *H mining companies of the district require a block signal system on each level where more chan one haulage train operates. It k important to hare fire map* in a strategic location. The case contains surface maps showing locations of extinguishers, fire hose and hydrants and underground ventitaitem maps showing all mine workings and toes of all mine rescue men with their ad dresses and phone numbers. Meat stench injectors are nude In the mine sfaofw and TMwl" Ethyl Mercaptan in a gtaw Ilk. Most Wench injectors are located on the oupowd air tine on the mine side of the majm. In case of emergency the Bask is broken fry screwing down a valve stem at tached to the body of the Injector and then opvrdng top and bottom air line valves which aZknvt the liquid to enter the main com- prosed air tine where it vaporises and enters 22 35th National Safety Congress, 1947 the miat working*. Employes are intnxttd to lore the mine tmiwwTHfrfy when they de tect the odor. Actsal tots are made about once each year to aojaaiat niwu with the odor. A oiten monoxide thm, cooatOtd to the ampneed-iir Hh an mfue. provides lev ceetinecn nmpling at the compressed air delivered nudoptwad. if the coocentration at carbon monoxide b above oat per ctid the alarm sounds ia the compressor room. The attendant that stops the com pressor and prevents the poisonous gas from entering the mine and affecting the workmen. Such condition might arise from overheating of the oompremor or an oti fire in the re ceiver, The same type of alarm has been used for a number of yean on the exhaust air side of a sealed mine fire, and it will ring a warn ing bell and turn on a warning light should the CO concentration pais oot per cent, An underground fire trudt should be pro vided for emergency fire fighting of incipient mine fire*. The tank has a capacity of too gallons of water which b kept undo pressure at all tunes. One hundred feet of water hose is attached to a reel and a of the msec size as air hose so that additional hose on he added readily if necosary. Abo attached to the tank b a compressed air base which may be connected to the air line to build up pres sure when refilling the tank. The unit b back mounted and can be from level to level on the cage; Usuallf each level it provided with a fire truck to supplement other fire figfari/igfr equipment. A shaft gate to the age compartment at the end of the man tunnel from the change house b an important safety device. Thb loading point b exclusively Cor men. and a similar tunnel is provided below, so that both cage decks can be loaded or unloaded simul taneously. A "No Smoking" sign on the gate and. securely suspended pipes and electric ablet on the right side of the tonod are additional safety features. Shaft gates on the opposite side of the shaft aad at all shaft plats are built deser to the ffoor of the on nef, have a ff-tnch "Tf" beam boriaoctally across the gate at car tmmprr er coupling height to prevent tars, trades or locomotives from accidentally entering the shah. As an added precaution all tracks lading to cage side of the shaft from the main line arc pro vided with spring switches and err .stop* or derails. An anninwhitor (white panels at Abe tight of the engineer operating the hoist coonob) iedkatn the level from which a brewing sig nal originates by the level ""~w on a white Qtasdaated screen. This is a safe guard against the cage bchsg moved on a signal from a level other tlma where the cage a located. Various types of tripping devices arc used to test the effectiveness of safety catches on mine cages. The catcba are tested monthly by the (hop test. The cage b supported by two ta by i*-ioch timbers placed across the shaft at {be collar. The hoisting rope is disconnected from the cage, and the tripping device is Installed between the rope socket and the cage. The cage b hoisted a few feet above the timbers, the device fa tripped, and the cage allowed to fall until the safety catches function. Twenty to thirty minutes are required to make these tests and if the catches function in a drop of jy inches or las, their action b satisfactory, A- track body mfcty block b used to block track bodies in a raised position when re pair work fa neccmary. Thb bar or rod has an angle piece welded to the lower id which scats on a truss member of the truck frame, and the top end mats in a natural socket or angle between the body bottom and its croctmember. The body b raised, the rod pat in place, and the wdgbt of the body lowered qo the bar, making it impossible to accidental ly fell and injure a repairman. Tire sbap ring guards prevent wriooi in juries during the inflation of heavy track tiro when the snap rings have been known to fly off. Such a guard b made of aluminum, b light-weight. easily handled, and damps to the wheel by five movable fingen which fit into the whod openings. The fingers arc op erated simultaneously by a lever cm the back or outside. When fat place the tire fa in- Sated but the ring onset come off and strike the repairman. ~ The prevention f aeddents requirs - con stant planning and foresight on the part of every oSdal and employee. The few safety and (ferrets already are only a small pan of those used In the dis trict. There hw beat a cominual improve ment in ssfety methods and devices, but with new equipment and new mining methods'the safety engineer most keep abreast of the times. Much mining equipment b tnanufac- Mining Section 23 tured without thought of safe-guards. Thb equipment ytmuM be impeded immediately and guard* placed where netnsary. With all the guard*, safety device* aad safety methods used in the ilstifat there still are noic than --injuries. The opencut mines have made some very good safety reconfa and hare quire cawriwcntly had better frequency aad revcihy retards than underground mines. Thb b nmialy because all operations can be more dndy supervised and nearly all work an be rodily sees. The underground employee must look out for himdf Jor the`greater part of each shift, and be must also be a good judge of ground con ditions in otder to protect himself. Proper framing of employees, including supervisor*. will probably do more to lessen the number of injuries is the district than anything cbe. Thb of iww would be a major task, but it nKwt lately will be a part of every accident prevention program ia the near future. Safe working pt-*w are a habit and can be de veloped. Every man should know how to do tus wqrk and when the foreman b in doubt he should show the man how the work is door, as well as tell him. Mechanical safe guards should be kept in place and all equip ment kept In first das* addition. Supervisors should try to instil worker responsibility in ovaiO safety programs aad teach that safety goes with production. WEDNESDAY AFTERNOON SESSION October 8, 1947 Prddmg: C. E. McKnigbt. Mine Captain, lake -Shore Miner, Ltd, Thff Merits of Frequency and Severity Rates By W. C. TAMES Director, Statistical Division. National Safety Council Frequency and severity rates are defined as follows: Frequency rete= Somber of dbabbag injuries X Nnm^rr trf Mrs Severity nu Total time charges X rjee Man-doom From the above that the frequency an eqsmu the of disabling injuries which mo ho < in any period of a that the aeddeot lapitfeai level the rate b simple and dts running of the severity rate, reptis "It telb us bow revere our injuries are.* Apparently, the watrmna ansa time, as the opmawo of the pern hfehg k, a high wiifaf rate l 24 35th National Safety Congress, 1947 licit, o.io, although the severity of injury in the second plant is ten time* that in the first one. True, there were fewer injuria in the second plant, but the one injury was relatively severe. I feet that a misconception of the nature of the severity rate is largely responsible' for much of the searching for a rate which will "combine frequency and severity.** The sever* ity rate docs crassly that. It provides a mea sure of frequency which is weighted by the severity of the injuria. The contribution of a death to this rate is six thousand times the contribution of an injury with ooc day's absence from work and no permanent re sults, An amputated finger contributes you times the amount that a ooc day's tonpotary total disability contributes, but contributes only i/so of the amount that a death con* tributes. In many instances, a group of firms in a competition may not want to give such heavy weights to deaths and permanent injuries. In that case they can agree to use another scale of weighting in which the spread be-, tween minor injuries and deaths and pominent injuries is not so great. The fact re mains. however, that the severity rate does provide us with a measure of both the fre quency of occurreare of injury and the sever ity of the injuries which do occur. Another Qlimratioa may bdp to darify this point. In 1948 the frequency rate of the steel industry was 7.19 and the severity rate was ufy The frequency rate of (be coal mining industry was Si .70 and the severity rate was iagg- By the common interpretation of these rate, it would be concluded that coal mining injuries are not only extremely frequent, but are also, on the average, more severe than those in the steel industry. But this is not the case. The average time charge per injury in the sled industry is S34 days and in the coal mining industry is 171 days per case. A targe number of relatively less severe injuries will material? increase the severity rate. I mentioned earlier that even the frequency rale must be interpreted with caution. While this is always true, it is particularly true when the frequency rate is calculated on rela tively few man-hours. Probably all of you have seen tbe characteristic saw-tooth chart which is almost the inevitable result of tabu* lating frequency rates month by month, un less the establishment is extremely large. These sharp fluctuations from month to month are not ordinarily due to any chaaga* in the accident prevention activities* tbe effectiveneo of these activities in an esgurimtion. More likely, they are danse fire 1 is so at tributable, perhaps, to the fact that a man was hit by a beet fal|*-g of a hand truck this month, wberas whoa a boc Ceil off last month do one was fall. The bet that frequency rates are influenced awn aim by chance difference when the hoars of ex posure are ooc great should not be taken to mean that there are a lot of unpeeveritablc accidents. Practically all arridrrtt are pre ventable. Neverthdew freak aoddmss do or cur in some months, wtik hs other -- employees escape witbout injury the cocne qucnces of an accident which, by all ordinary criteria, should have resulted is a dtoabliDy injury. The safety director who dated own a drop in the frequency rate from one ""i to the next and depressed by a corresponding rise in the following month faQi to appreciate tbe part played by chance boon in them differences. Statistical methods are available for cal culating tbe range beyond which variations in the freqoency rate might be ti--iiVu'il significant. In general. hwtiu. is is hardly necessary to use them. Whoa --re j--q> up and down in saw-tooth Usaa the mfrty director can be icaaoosbly estate without applying complex mdshal method* that tbe true rate, which 1effects the sextos of scadent prevention In his ]*--t Isa some where between the -- and rates over tbe period and probably about halfway between these mem-- and mini mum rata. It might be of inter-- Is me a ecuerne illustration of whit them verierk-- mean. Consider a plant with too--o ua-tam per month. Suppom this pflsar has a fre quency rate of xo injuries per auZHon man hours in tbe first month and 40 injuria in the secondmooth. In terms of actual number of injuries, the change was from s injuria to 4 Injuries, which does sat seem especially significant. As a matter of faa it can be shown that with an avenge me of so, tbe rate could go as low as wo with ioojxxj man-boon of exposure and as high as 50 without there being any tea] reason to con clude there had been a significant improve ment or significant change for tbe worse in tbe accident prevention aedvitia of the plant. Mining Section 25 On the other hand, a plant operating a mil lion roan-bouts per u--ith, with the nme frequency rates, would experience so injuria in tbe first month and 40 in tbe second. These changes are much mote likely to be significant. In fret. If tbe tree, sate of tbe larger plant was xo injuria per million man hours, a rate below 10 or about jo could wet! be due to signifiant changes to tbe aeddem prevention act)vitro. Similar reasoning applies to the severity rates, but the ffuOxtiom are likely to be con siderably wider because of the heavy weight ing which is given to permanent disabflitks aad deaths. Although it is not occoury to compute mristnt wmuiw ot tbb variation la most roses, it is certainly important that a safety director be aware of the fact that sharp changes from month to month, pro vided they are dm always in tbe same di rection, generally mean 1 am often asked bow this diffculty of interpretation can be overcome. My only suggestion Is that a sufficient mud-- elf months be taken to determine a era--ublc average for the plant; or to report ajxrienot regularly a a moving avenge or moving annual basis. `l"H7`***g one mouth as uotbo is added. Vfhm this is done, a full twelve iwuitte experience is given by the rate pub lished each month. To s--arise: There are two well known ..wmimw of tbe mew of accident prevention activities In a plant or industry. Tbe first of these a tbe frequency rate, which becoma more lettable as larger numbers of man-hours are used as a base. The calculated frequency rate may be Interpreted as an estimate of the tree expectancy of accident occurrence in a million man boon. Vat most purposes it. is uanecamry to state these rates to more than ooc drrfmal point. Sometimes where competition is keen between plants it may be desirable, in order to determine rank, to extend tbe rate to two or more decimal places. But It iboold be clearly undemood that rates so dcue together as to be dbtinguhhablc only by fractious represent no rail difference te tbs quality of accident preven tion activities. Tbe severfry rate to a weighted measure of aeddes* frequency. It. iburfote, combines freqn--cy and severity in tbe sense that both the nhw of injuria and the average se verity of these injuria in terms of time charges are reflected in tbe tire of the rate. Som* OuWamfing Safety Btcordi EitnbHffhtd in Hm Coal. ITtilnl and Noa-MettdBc Mining hdmtifea By H. G. WABNGKE Mitring rnijlmir Buiam of Mine*. U. S. Dupailuteot of the Interior In a dfrcusH-- -- the winding safety records achieved te the mttisg and allied te- dtntria m-- he gn-- to tbe diversified nature ef mining te enter to evalu ate the record. Coal atiateg has the gas aad dust hamrd which is psoeue to only a limbed mens fan ochre hnwku. while smkbsI adore ordinarily found te caul fount typa of hazard* at* different mpmtk-- of she 1 mg, even whhte the -- feresczs in pfapiol ods of mlnfpf, fisi involved are not of the mining isteBt, it is outstanding safety records in each should be iiiiawli ml apart from those of other branches re types of tbe mining industry. In tbe fol lowing, no attempt is made to compare one land with another, but rather to point out those that are outstanding in their own branch or classification, as shown in the tabu lations. CoDecrively. tbe mining industry h con sidered to be the most hazardous of the major industries of the United States, and it has kmg been criticized because of its high rate of accident occurrence especially in connec tion with fatalitits. These aftid--s are large ly j--1 when comparisons are made with other major industries, for mining has an 26 35th National Safety Congress, 1947 accident frequency rate about seven times that of the average of about 38 major in dustries of this country, as based on reports of the National Safety Council including both coal and noncoal mines up to 1945* In <945 mining'was separated into coal mining and noncoal mining, and nosxoal mining ranked 39th out of 40 industries listed, being aceedcd by coal ninmjr which naked fast, with a severity rate of 11.94, or move than twice that of ooncoal mining with a rate of 5.56. while the average of the 40 indattrtes was only 1.16. In frequency rates coal r";";tc was almost 10 times that of the average for all industries and about *) times as great as noncoal mind. However* coonderation must be given to the fact that a mine weaker en counters essentially all of the risks of work* era in other industries phis numerous addi tional hasards found only in mining. As dark as this picture may seem for the mining industry, there are many bright spots to show that concentrated efforts are bong made to place safety in its rightful position in the operation of A major disaster, especially if it is an explosion, usually causes a flood of adverse publicity, a clamor for a change, and many of the shortcomings of operation and maintenance are exploited and very frequently magnified with the result that the whole industry is put In the pro> vrrbial "doghouse/* Tboc occurrences -al ways overshadow the sincere efforts of these who have tried to make mining a safer In dustry and little or no publicity is given to those minm that'have node outstanding rec ords. It thus appears that the mining indus try receive* the'"brickbats,** but few, U any plaudits of the general public Many of the achievements made in safety in the mining industry compare with and a few surpass those of hr less hazardous industries, and this paper gives some intamarioa concerning those records. The Joseph A. Holms Safety Atsofiation has is a fimhad way beta trying to bring the good safety records and accomplishments of the "^"t juduuiy before the public thrbugh tbc pramudm of writable award*. This aswcfadcs. organised in 1916 and composed of about 99 natSoual organizations of mining, metalhtrgial, and allied industries or Organizarioas interested in the forwarding of safety, vs ocated to bring safety In the missing in dustry before the public and to stimulate income in the afety movement in the min eral indmeric*. This Is being accomplished is pan by recDgobdng good safety records in the bkhMtrics through the granting of suitable awards. From 1919 to 19*7 awards were ieuel only for heroic action or services of individuals. hot in 1907 it was derided that wank also should be made for exerpdcml sajery pa furusance of individuals, orgmzathms, or parts of organizations connect d with the mineral industries. Since that date the rosotiatkm. under the guidance of D. Harrington, who, as secretary, was the "qwkplug" of the organization, has issued i^tf awards for meritorious nitty records to mins, plant*, companies, anodukm, and IndividBals in the -mining -and allied indus tries during the ao-year period 19*7-1947. The 141' awards are only a small per centage of the number of records studied and screened before the awards are made. Annually, eevna] hundred records are submi(led -for coonderatioo by the members of the Safety Award Committee,who- after re viewing all known conditions, select the best records for awank. The records of those se lected are again checked by inquiries in every ate before the award* are laacd, thus otablhhing an authentic lacoiri In crasy rase. The records and filet of the Joseph A. Holmes Safety Association were studied for the records appearing m paper as they nut the only available source of informadon that conr the rafery performance of the min eral and allied Industries to any considerable extent. Some records probably stirpas there that follow, but this study was strictly from the files of the Joseph A. Hotma Safety Association. Minos usually are fatalistic and this desig nation probably applies to may, if not most of thorn engaged in management, as it is (or at least has been) a fairly general belief that a certain percentage of men working under ground will sustain injuries, in many cases of a fata] nature. This fstslwric attitude is grad ually being superseded by the idea that fey the use of the right amount of the right kind of effort, mine accVVnas of aQ kinds cut be re duced very greatly. The record that 1I9 Indfvidaah have worked far go or more yarn h and around mitres without amrafasag a lost-time 'injury. This is a aai sshms tme far auy kind ofwoifc, and wltiu it Is known that thsse 189 individuals have been able to work 50 or move ymzs withont a last-time injury, the Mining Section 27 question arises: Why cant echos do as weO? TAautAnoN Gmwc bmunai aa to Mrs Wains Win go am. Ham Yearn Without an Acarewr Yrera ffenud 50^4 55*59 9oM 63-69 75-79 ifi 54 *9 5 6 These 189 men seeks*! is real and steed cover practically sB types af working ensfi(ion*. In 194S a large met mining company in Western Fennsyhaaia submitted ifarsflod data (secerning 197 employees who had worked more than ss ycar* is and around coal amnes without a lost-time injury; 17 worked from 30 to j8 yean, 19 from 49 to 90 yean, fin from 40 t 45 yean. and 101 from 35 an 40 rears. For those wbo are watarioUfy mchned. this gives a total of 7.939 work yean u ap proximately iGxoaooo man lean wkhaast a kac-tiase iojury. SitoBar rccosih, afthoogb fnr. if any. as outuanding as the above, have beau null by several, coal mining co^aafo. Arhkanmeaas underground workers 1 sod very often a 1 safe as its woskes* vriB | above lWHni behrvod in 1 and practiced safety 1 uapk dividends is tin the employee and his f Is selecting 1 the mining indinuy a 4 siitntm outstanding ttash is In osfa. 1 industry is huge nd srancsod and k I many branches, soma of which me saaoewi similar, but others vary greedy. Thoa a s n) that might bo c one branch or type of mining might he flak r even poor in other tjpu. A bsefly sapass sanative picture of esMssmsCng socosdi is ob tainable by pbcfrsg moses w wnfssio kre ie; more or lem neritar methods and esudfo tioos nttfar the same (haifaadsa. la gen eral. two types of recasds are jlaa under each disslfluiluw. () tfano smfclfoi <m periods of nenhtdifini ah*<eafdcndsa to productfoa achieved with minimum lorn oE life, limb, or nifferiog doc to accidents. Tbc dotation of the period, the number of men employed ad the man-bouts of ex posure are all eonsidavd cither singly or to gether in alerting the onoranding record*. The amount of materia] mined Is given where available in metal mining, while in coal min ing. Che twinsgr of <nal mined, without fatal or other aedderes, was generally used in reletting the mmc mtoadhf records, became r were snobtalzuble. Pmsag the pam an years the hon-ore mines and mining onpsaio fas rise Lake Sopoior Kegfon mrdvnd mare than 85 per cent of the awards anted to the metal mines and mill arinlug compssnm of (he United States. Metal minm fas ocher sect!ore of the United Stases have ruabTnhcd many creditable safety records but iclarlwly few hive beta brought i* the ansasism of the Joseph A. Holmes this re- pctmfo varying bom " fad*5 of fa- operation, be cucscaadfng, pofaxfc of several ire with a small number of employees mmkod as nidy m a higu assoc. In I rids is nramral since the small mine ly uddmi-te; la fact, rise small mine . However, it pipes with the smallest 1 have the kmgot acri- kati- - am he ejmicl mkfly. r of the open pk iron mines bare made `t by operatieg period* of ts ranging fan a to tt s operated over y years The HsB-katt Mine .of the OUva Iron I fining CfiBspusy hm a rewiirkvMc record In thk group fat that it worked t years and 7 month* with a total of 1,814498 maa-boun and handled neatly aogmonoo toe* of mate- faw of she oyre pits fa this gtwip fast* * small sober of employee* and again it is shewn that mill operatiore can be con- 28 35th National Safety Congress, 1947 ducted safely. Tboc nines worked from over 5 yon to nearly i* yean without an area- dent the nuo-boun of exposure during this period compare faraably with the larger mines when the number of employes is con sidered. The Richmond' Mane wotted 30 em- ployees deven yean without an aeddent and in a tg-year period the mine had a severity rate of only 001. So many of the open-pit iron mines in the Lake Superior District have worked one or more yean without a fatality that it was diiEcult to select the outstanding records; how ever, any record of operating over 15 yean without a fatality should be considered out standing. The Cleveland-CHS* Iron Company has worked satj employees for nearly * yean with a total of isv mfflfow man-hours with* out a fatality. The Mahoning Mine handled neatly 47 mOlioo too of material in ij yon, 8 months, while the Scranton Mine handled more than *7 million tons in 15 yean, $ months, both without a fatality. These ray excellent safety record* made in both the underground and open-pit Iron mines of the Lake Superior Pbefa show the cffectireoas of well-rounded safety pivpias. This district has the meet active section of the National Safety Council, devoted to the prevention of accidents in the mining indnstry. Safety meetings are held monthly and attended by rflrfih, sopo shore, and work men. The interest in safety has permeated the whole working force from management to worker and the operations of these sines are performed la accordance with printed safety rules, well-guarded machinery, per sonal protective equipment, and the use of innumerable mfety devices. Outstanding records have abo been made in the field of safe operations of open-cut copper mines. The Utah Copper Company fondled 79 nnifa torn of material In i*,~ ooo/aoo msui-houis in a j-yr*r period with out a fatality. The safety achlevemaits of two bituminous strip mines which moved ga million tons of overburden within a period of nearly 7 yean without a fatality in Mine No. it. United Electric Coal Company, Illinois, is a feat dif ficult to surpaa. The vast difference in tonpage of overburden handled, 9* million by Mine No. it In UBaois to 15 million by the Rosebud Mine in Montana in comparison so the tonnage of coal prodneed, is a good fllus- nation of. the different conditions encountered in mining the same product at different loca tions. Both safety records are so good as to be entirely cut of the ordinary. Underground metal mines hare iht op erated long periods without fatalities. A send? of tbe available figure shows that safety h not bound by geographic Halts to on sec tion of tbe country but is obtainable by ap plication of suitable effort throughout tbe industry as shown by the ontstandisg records made In different sections of tbe country. One remarkable mfety record in this group is that of tbe Miami Copper Company, Miami, Arizona, In raising of 15$ mfflinw tons of ore from an underground mine with a total of 6ot employees working more than 514 million man-hours in a 6}*year period with out a fatality. Tbe Empire Mine; Cram Val ley, California, a goM-prodnting propmy, worked 7^ years with more than 4 oiSSon man-boats without a fatality. The Climax Molybdenum Company, dime. Colorado, mined 744 minion tone of ore la tti yean without a fatality. The records of these threr mines producing different ore TMtw craitdt different working' conditions ghatwe the remarkably good results obtainable from ac tive safety programs. The records of iron-ore mints in this group are outstanding doc so much tm the basis of man-hours worked but on tbe duiarioo of tbe record. Tbe Davidson Ore Mining Dmtioft, ,lroa River, Michigan, worked tbe mine from Its opening in igto until it wot rimed in 19*3 or nearly 33 yean without having a fatal injury. It produced a little over tMaiioo tone of ore ami gives an cxceOeac cample of long-time safe operations of a small un derground metal-mining property. Some of the most outstanding recovds o- tablisbed in the mining industry have been made by cement plants and quarries. Tbe .making of these records are afoae cadrctr the result of the eoatiawees safety campaign carried on for over so yam by the fretfend Cement .Association for its member phnu. The activities of this awdaricn sal tbe marwdoos safety achievements rewriting trots those activities constitute a aumic cuapk of tbe effectiveness of a weS-craiBwatsd and consistently applied aed^coc piMtuihui pro- gram. In 19*3, wbm tbe Povtind Oeaaaua Amodation Inaugurated Its definite pbo, not one of tbe plants operated without a tore-time Mining Section 29 injury. Since tbat date and through continual mfety training, a safety record of 1cm than 1,000 dap without a lost-time is not considered a very great feat, as many of the member plants have worked mere 1/300 dap, several with more than yns dap with out a lost-time aeddent, foil of tbe 1x5 or snore member phots have bad 1 or more yean of operation without a lost- time aeddent. The most marvelous safety record in the cement industry and believed the bmt in whole mining Industry is fof of the lola Plant of the Lehigh Portland rrim^.u f>m, pany, lob. Kansas. This plant worked tx yean 3^ months with an ripjsutc of 579,Slj man-boun in producing non > 30,000,000 neks of cement without a tingle losttime acodes*. This temrd b believed to be so exceptional that h is likely to be many years before it is equalled. As one of the smaller plants, tbe No. a Quarry. amchffeM. Georgia, worked >4 men over 14 yon with out the kus of a tingle day from injuries. Tbe Irontoo mine. Alpha Portland rrmmt Company, Irontou, Ohio, worked S yean 4 months with a total of 61740; maa-fours without a lost-time accident. While net con nected with the ceraeoi industry, the No. $ limestone Mine, an underground limestone muse operated by the Texuaemee Coal. Iron & Railroad Company. Mtacoda. Alabama, es tablished one of the best safety records for any underground nonmrtaffif. noncoal mine in working 919887 man-foure in 3 pan 8 mouths without a last-time Coal mining is not only tbe most hazardous breach of the mining industry but it is con sidered the most harandom of the major in dustries, not only in tbe United ** bat in tS countries that prodore in quantity. The rates per alHioa mat-hums or per thousand persons employed for both fatalities and nonfamlitics in other ambadte or bi tuminous mines exceed by far the "lw found in the other blanches of tbe mfotaf industry. Although tbe rates in cool may never reach those of the other branches of mining, definite progress is bring made in safety and tbe fatality ntes for 1946 were the lowest in the history of the industry. Although three has been a steady decline in the rata for n number of year, they are still too high and oeed a more determined effect ou the port, of both management and labor far a greater reduction In aatidenta. Coal mining has changed greatly in tbe past two decades, and the older band methods of mining have bees largely supplanted by labor-saving devices and machinery, Tbe application of these machines has the ad vantages of cooccntredng the responsibility for safety In the bands of a relatively few in stead of many as in older methods of misting; at the same time, and supervi sion more be considerably intensified because the baaxds are greatly increased in many way*. * Far too many coal mines are operated in tbe belief tbat cool mining h so Inherently hazardous tbat accidents will inevitably con tinue to occur. Cool mining can be conducted far long periods without fatalities and even without lost-time accidents. Many mines have worked from ta to 31 months without a lost- time aeddent. An outstanding record was made by tbe Russellton Mine, Republic Steel Corporation, Russellion. Pennsylvania, which operated far a period of 13 months with 448 employees working 1463484 man-hours in the production of 841,97* tons of coal with out a loss-time injury. This record is the more remarkable in that it was made during the war years when the industry was handi capped try kMS of the younger, and in many ways more capable, mine workers to the armed fences and to higher-paying war jobs, and the inability to replace or repair equip ment, orach of which was practically worn out or out of date. Tbe record of this mine exceeds any other known accident-free record in nadezground coal 00 the bans of both tonnage mined and exposure. This mine was operated oa a 31 per cent TMw*aptpt- loading and 69 per bent hand-loading basts and about 70 per cent of tbe cool was from ptQsxa. Several underground cool mines with em ployment up to 500 poaorn bod poiods of do lost-time operation exceeding 500,000 manboun. Of the smaller mines, tbe He!Her No. * mine, Caudill Ward Cool Company, Hrilier, Kentucky, worked 31 months with an ex posure of *89^50 man-hours Is the produc tion of *51.94* tons of coal with a total of 4g employees without a lost-rime aeddent boot an operation too per cent mechanized. Several other mines, with fewer too em ployees, had accident-free records for periods of sa to *4 -*--, ' The Alloy mine, Electro-Metallurgical Corn- 30 35th National Safety Congress, 1947 pany, Alloy, Wat Virginia, operated $4 The record of Mine 58, Peabody Cod Com months without an accident in mining 335,* pany, Taylocville, Illinois it one of the best cF 619 tow of coat in 6(1^9 man-houxv This the known records established is reamt yean; is the longest accident-free period of any thfi mine operated from June 1941 to March available record lo the coal-mining industry. That catStanding safety accomplishmmt are modi mote iaqitcrire when' it is coo- ridexed that daring the fan that the records were made. 1931 U> 1946, from 9443 to Go*} men were injured far million man-hours worked white from 153.32 to 83.71 were in jured for every million tons of cool produced in bituminous coal mining in the United Stales as a whole. Some very creditable do-fatality records have been established in the coal-mining industry in the past 17 years. Not many yean ago u was thought impossible to mine a million tons of coal without a fatal atrident; in a study of the DO-fatality records in the files of the Joseph A. Holmes Safety Associa tion, it was found that 394 awards were 1947 for 5.175A35 man-boon la tbe produc tion of 7,031,035 (ota of coal with 410 em ployees la a ion per cent ncdnhotd mine without a totality. The loogot-known no-fatality record of tbe larger or medium rise coal producer* was established by tbe Odin Coal Company, Odin, Illinois, which worked ova- xs yean for a total of 8.1x0,384 man-hours in producing more than 4 million tons erf ooaL The Poui Anthracite Mining Company Saantou, Pennsytvani' ntksd for over a year in prodndng 1^17461 tons of coal in a total of 5Vi million man-hours, as x- cejttiona] record for anthracite. At the time this record woe made 44$ men were kilted for each ton of anthracite mined by the utter cite industry as a whole. given to coal mine* for having "**< mote Tbe Pine Hill Coal Company, Winrrv than a minion tons without a fatality. Sev en! of these may have been duplication hav ing had the zecocd run foe two or more years. vilte. .Pennsylvania. was tbe fine mteaac mine to produce a million tons of aal with out a fatality Insofar as shown fey the Bn cl The tonnage of the 994 awards were divided tbe Joseph A. Holmes Safety Ateoriteinc as follows: Tons vitAral a faJetity Number thn record was tbe result of a definite safety policy adopted by the company, Wife in dudod safety meetings. adoption oi a mlrt 1 toshuQkm **7 code, and the enforremax of, safe ytaoka. * to 9 million S to sv4 aiillioa Onrj^millim HO Thirteen different coal beds ranging from 3V& to 16 (M in thickness and pitriling from *7 o to 90 degree* woe mined at this property Falk of roof or -coal cause p nr am per A table was from the bat mends 1 cent of tbe fataKtia and aboot jg pa cent of mines tbit produced more than svi **B- of tbe Tvfhl.rta in aal nba year after lion torn selecting those that had. both flat yar. It b one of tbe few causm in which targea tuunage and the meat years of <ksa- relatively little progress has been mads is thm. fatality-free. The mines la dds table aeddeat prevention xn tbe seal mina ef the are fairly representative of the coal fields la the United Sous and under varied cncvHti<nw of "****--C The dotation of the fatalitybee lecreds raaga from xy to si}$ yean United State. However, some anas hate accomplished what is comsdered the i--pri able by far too many in the mining tedcrtry--tbe prevention. or at least the asMial and from approximately 4^4 to ioy$ mlflks* reduction, of roof-fall Injuries.. mad-hours of exposure. It is interesting to note that, wish a fe- The best record in this table i> that of the exceptions, tbe records mentioned wow made Ford Collieries Coynpony, CtudsviUc;, renn- before the war, several before 1935 when back sylvania, which worked lor 'more, than '9 tbe fatality and nonfatality rales were con yean or a total of 10451,396 man-boon in siderably higher than for the pate 6 or 7 produdng 7,770,654. tons of coal. This rec yean. A definite town cannot be ord is exceptional also due to the time that thh, bat it may be due to the the record was made from 19*0 to 1919, in , training and discipline in tbe pare * yon ' the early days of the safety movement when Prior to 4937 or 193ft most anl-aiaug com relatively few cool mines paid much atten panies provided ftm-aid azaJniag fa shew tion to misty. employes*, but since tbe pswsge of some tew* Mining Section 31 which were interpreted as penalizing offsbtft training plus tbe dfox of the war in resuiaing the holding of meetings to conduct training, bemuse of fatigue of worfco*, shortage of. gasoline and ocher travel restric tions, 6m aid and ocher types of safety train ing in and around aal mines almost dis appeared. It las ben definitely proved that first-aid training is one of tbe bat methods of lataming a worker In safety and mak ing him safety cooaooas; benae, the very great decrease in this work daring tbe past AmA* hi, had a decidedly <*`'itwwini Awt on certain types of mine aeddaw-prevemfon work. The records cteabthhed by the "" and nmpinlri and indhidiuk hi the preceding dhosahm ImBm* that arrtdcret is the min- fog iadatery can be very greatly reduced even though they probably can never be Hbninared. These leccuh woe the result* of in telligent planning, and of intensive effort and training on the part of management and the cooperation of workers who believed that aerrdents can be very largely avoided even if they cannot be entirely prevents!. Tbe mines and Individuals establishing these safety rec ords have shown what am be achieved by education together with a willingBCte of all concerned working together in a joint effort toward beoefitting not only all persons in the mining and allied industries but also the entire public. Tbe records discussed here indicate what can be done mad bare more or tern established a goaf for tbe whole mining Indutry to sur pass or equal; certainly the mining industry can do as well in the hitone ae it has done before; with equal certainty, the ccuung year* bring safety aroomplshaara far ex ceeding these achieved in the near or far distant past. East Makzrttc Mhx Fire By M. O. LAFONTAINE Inspector erf Min**, Qu*b*c D*paxtm*al <rf Mfare* Shortly aha t:oo AJf, os April 34th 1947, a* anderground fire in No. 4 shah of the last Malartic mine erased tbedeath til twelve and involved a material teat of apP"tiiir',**r gyjonobu Kate Malartic is a gold mine located in Kaetere Canada. In the Weston section of the Province of Quebec. In normal timet, tbe Company, which employs around 400 men, hm a daily mining capacity of 1500 tone. Underground opoatioat at Kate Malartic see bung anted M to a depth of 1760 fete ttengh a four compartment vertical shaft known as No. 3. Lcnb bare been established lypraiurty 150 tea apart. Tbe tenth or ipsfest teset. is the bottom operating lend. Ite Jan aget it was derided to provide the oiia with a row shaft, known as No, 4, eMtaf a modern iduSs.Hi concrete bead- e plant which are now par- No. 4 shaft, inclined at 61 1 md memirtag 1of by ^ feet ia . baa fire compartments. Pilot,., raises l drive* from the and, 4th, <kb,8th ** tes hi Ameatfiem and timbered. Tor fire protection, a fog nozzle system was nearly completed from surface to tbe 8th level. The Britfab Columbia fir. used for tim bering.''and peeled fagging of local timber (mostly spruce) used for packing tbe hanglog wall, haye been treated by bnmersioa in an Osmotitc solntioo. which fa advertised as a wood preservative and fire retarding On the day of tbe fire. No. 4 shaft was wt being sunk and the bottom was 619 feet along the iodine below the 10th level. Sta tions bad been cat on tbe nth aod ixth levels. No. 4shaft was strongly downcast while No. 3 was upcast. From the 10th level to the bottom No. 4 shaft wm ventilated by a dif ferential air flow. On tbe 10th level. Nos. 3 and 4 shafts arc approximately 1400 feet'apart. Haulage was atnrfed out with a tjo-vok D.C. trolley loco motive, the trolley line going only as far as the North compartment of No. 4 shaft. A 550-volt jnnctioB box protected with NOFIIZ circuit breaker and a 550/no/mo volt 35 KVA air cooled transformer are located 85 feet from No. 4 shaft. The lighting dlstribu- 32 35th National Safety Congress, 1947 lion pn>< is situated no test boa No. 4 shaft. The fallowing were on the lighting circuit: station lighting through a 3-con ductor No- 10 Spencer cable; lights at the hoists through a gondacior No. t* Tech cable split in two circuits and the floodlight at the bottom of the shaft through a new volt a-coodnexor No. is type S able. An other circuit also protected by plug fuses in the distribution panel, Included lights oa the nth and isth station*, and the hoisting signal systsa of the ' ,vnen on the tot, loth. nth, tsth stations and also at the 13th level. Lights at the deck were on a direct circuit to the distribution pancL Became of the delay in the delivery of miAinwy nH equipment, the sain hoisting plant on surface ins not quite completed, and a temporary sinking arrangement had been provided underground. One hundred and eighteen faff above the toch levd, two air boista hd been i*iii<i in Nos. a and 4 compartments. Thirty fees below the hoists, a slash in the footwall of the shaft provided the space re quired far (h* temporary dad. From the derk down to the 10th level. Nos. 3 and 3 com partments had been lined and set used as Wiw to damp the rock from the bot tom of the shaft. The foot wall and hang ing wall were double Used with 4* lagging so h no rock would spill alongside a chute inro >h The hoisting was dooc in a backet suspended.on a carriage rolling along an I-bcam fastened to the hanging nil Both bins were equipped with a steel chute gate operated by a mmpscmtd air cylinder. The rock was polled at the toth level station and tnnmml to No. 3 shaft- A ^ inch water hose was connected and hnng oiled to a post feet from the shaft. In order to protect the sinking crcw-from the cold air coming down No. 4 shaft, a small temporary hrmhiuom. measuring 8*o* wide by 14*0" long, had been built, adjoining the South compartment of the shaft. The pests and caps were made of 8" by 8" timber. The floor and outside' trails consisted of a* by 8* planks, while the roof was made of peeled 4* lagging. The bcuchm around the lunchroom were also built with two' inch plank. The open space above the lunchroom between the wall itxk and the top of No. 5 or South chute bad been sealed tight with lagging so that there would be no possibility of anything dropping into the lunchroom or in the shaft. Two 100 watt electric bulbs were connected to a sao/tio Spencer Cable, hung under the lagging roof, A wall phone, placed on the S' by S* pea In the South-West comer of the lunchroom, was eodoacd In a wooden box measuring approximately so* by ir* by *8* in which were scored a gal vanometer and a box of hoc wire Hghtrra. A weather proof socket holding a 40 Wats electric bulb was lying on the bottom of the box to keep uiuutuie away from the phone. This socket was nmneqed to a cabtire cable, type S, entering the box through a hole in the bottom, going up along the pom, wa ning 00 top of the lagging roof, and spiked about 14 fact from the lunchroom into the aao/no Spencer cable of the station light ing circuit. On April ajrd, 1947, the' shaft stoking new of 16 men, z hobtsam and 1 decknon, amcm'blcd in tbdr lunchroom at No. 4 shaft station by 11:40 pan. One bohtman rlimhort to his bed*. 118 fart above the 10th level, and hooted the otl buiwmin and the deck- man to the deck just below the holds. As usual, the remainder of the crew. wh3e wait ing, placed tbdr Imris pails cm a shelf: some ate so apple or as orange and most of them lit dgaxmtra. Since their duty was to "msd out" the bench, blasted at the end of the previous shift, the oQas were net needed and several men left them on the bends to the lunchroom. Around i*:o * U1 April 14th, the shaft leader and 13 would be working at the bottom, feat doshg *i V****"][ set. FractfraUy so acafiag was required. They were --Ainj qq >m<h side of the alnft bot tom and the work son proceeding satisfac torily. As was his custom, the shaft leader rode on one of the buckets and came up to the toth level station, arriving there around tt:p AJI, He then walked 10 No. 3 shaft far a poll of drinking water and, 00 his return, rated at the station far about five minute*. The shaft was a non-smoker. Around 1:05 AM.. be went to the shaft bottom for the wood rime. The fire m--t have started in the lunch room, shortly after, and most have been sud den, far around 1:15 AM, a chute puller on the 10th level smelt smoke 100 fact from No. 4 shaft. At s:ao AJf., i.*c shaft bobtmen and the Mining Section 33 dedam made make at their working placet, too fact atrau the teds levd station; a sudden pufi of awake with iuaeswe beat followed iznnSady smd the fights at the hoist went out; as a waramg sigoal. one boatman jiggled Sol 1 fade several limn at the bottom of the feaft and the throe mm left their stations, climbed fee the kh level aod went to No. 3 shaft. The alarm was immediately given to wiser by phone. One hoistman waited far an Aft Service gas mask on the 8th levd and 1 msread so has pests at the hoist around 1:30 AX The fine nga of trouble at the Nq. 4 shaft bottom sms when the floodlight went out. When Strand, one of the shafimen and at one time a hoiuman, aw No. 1 bucket be ing jiggled, be suggested they get out. Some one replied that the botstman might be play, lag with the bucket. The two spare buckets were thro mucked fall with the floodlight out. The ekaric burner signals still worked, but there was no response by the boisunan. Probably around t:s$ A.M. the shaft leader started to cCmb the bidden from the bottom to find out why the hoisting signals were net being answered. The rest of the chaftmen aaoiiid and joked for. a period estimated ai 15 Around 1:40 A.M, they all noticed a faint sari) of smoke. Strand took to the ladder and said *Tfs time to get out." The others did not fellow immediately. At this lime, the shaft leader was probably around the tsth level (*4* feet above tlic bottom) where, after taking a rest be resumed his climbing of the ladders. When he reached the ttth lewl station, the daivgu signal of 9 bdh wm giren on the dearie buaer by the boatman who had come tack to his post with an All Sendee mask. The shaftleadcr rame out at the loth levd station and (mind detne smoke, which he described as rolling |iui below the 10th level- He managed to find his way t) -'eh thick smoke and arrived at No. 3-thai. -.nd 1:00 AM. During thi* time, shaftman Sti. .d, continned climbing and on reaching the nth levd, found the smoke very bad, indicating that'the natural ventilation of the shaft mu bringing the smoke down Cast. He hesitated aboot taking a run at the nth level. On ap proaching the tu. . level, he found the smoke even wane. He dosed his eyes completely, covered his face with a wet rag and managed to crawl on bis hands and knees to No, shaft. After giving the danger signal, the hoist* man who had returned to his post, hoisted the bucket slowly from the bottom, and two other shafimen rode up on the loaded bucket. One got off on the toch levd: and faring his way in smoke, he went post the No. 3 shaft crosscut into a dead end, where he turned on an air valve and collapsed. He regained eoasdousnos t hours later and amc out through No. 3 shaft around 5:00 A.M. The second shaftman, riding the bucket, was hoisted to the sheave wheel iso feet above the 10th level, because the boatman could not see the indicator and had to feel bU way. Both men tbea climbed together for a dis tance of *40 fact to the 8th level where the bobluun collapsed. The shaftman went to wards No. 3 shaft where he was miffed by two tftnbcncn. The same tiohermen then returned Co the No. 4 shaft nstkm and res cued the hohtman. At a: to AJ4, the shift boss, 00 the lower levels, was warned of the fire. He checked off his crew and went to surface at i:xo AM- The shift boss on the upper levels, was abo warned of the fire and at 1:43 AX his whole crew was bade on surface. Around K45 AM, two men returned on the 10th level equipped with All Service masks. Very dense smoke and a slight glow was observed at the No. 4 *h*ft station. The masks "were not giving them enough protec tion and they had to turn lack. At 4:00 AM, one shaftman was found dead on the 10th level approximately fioo feet from No, 4 shaft. He .was the laa of the shaft crew that had managed to climb to the 10th level. After several attempts from *:jo to 5:00 AM, a t-inch water line with fog nozzle was installed on' the 8th level. No. 4 shaft. Cagetenders at No. 3 shaft coniineed making trips in All Service masks to check the possibility that one or more of the ta shaftmeu en trapped had managed to reach the station. No ooe at Em Malaitic was capable of wearing self-contained oxygen breathing ap paratus. A Rescue Crew .of 18 * arrived at 7:00 AIM. from Nonads, located 35 miles away. Their main equipment consisted of 3 McCaa, 3 All Service masks and one oxygen pump. Five other men trained in Mine Resow: also came from the Val d'Ov district. The situation was then as follows: One man was out dead--eleven shaitmen were trapped la No. 4 shaft below the fire OG ` 34 35th' National Softly Congress, 1947 on 10th level--the lower underground work ings were very smoky--the ventilation doors on the-different level* were in quaiionabVj position* there was no smoke on the sad and 4th levels. No. 4 shaft collar had been sealed to cut down the oxygen supply at the fire. Plans, while accurate, did aoc show the location of grizzlies, chutes, air and water valves. The fint crew of three men was sent down No. 3 shaft to the loth level at 7:15 AlM. approximately 6 boon after the fire bad uarted, ud a second crew at 8:30 A3L These two crews managed to complete a life line 1400 feet long on the loch level from No. 5 to Nol, 4 shaft. There was do more fire in tbe lunchroom, bot the riding of the chute adjoining the lunchroom was mouldering and Barnes were visible to to it feet abcNe. A inch water bow conneoed at the station was directed towards the flunef and tied to a shaft post. Tbe water prawn was wdb- cicut to teach only about tj foe* np the shah. One man hammered the air tine lea ning down the shaft bat received no reply. Comprested air was blowing bdow. The sir line had probably been opn at the ilth station by tbe (zapped men. The fact that 00 reply was received indicated the possi bility that the trapped crew was already The third Rescue crew consisted of a tnea equipped with McCsa and a with the new -type of Cbcmox 44 boor breathing apantos. This crew was to attach a fixe bene through an adapter to fight the fire. This objective could noc be reached until several hours laur, for. the crews experienced muraViabh de lay to find the valves and to inarm tbe water pmwuc- Visibility became nO and the fire was gaining in Intewby. Tbe smoke had gradually filled the whole mine and sevcxal bonis wear spent La trying to dose ventilation doon to sheet circuit the smoke. By fimo PiL, it was derided to cake no more risks, far. the supply ot rantosMt *d hw used Kfsal liars In addition, the Noianda and Vtl d*Or sen war . played out and sevcxal UCD were --w the dacun' axe. At 7100 PJf. another rauic one of t) men arrived fraaa Inihad Lakr. OptniB, equipped with ts HtCw aad s* Afi Soviet masks with intaaki Since k has not been pomsble. np to that rime, to 1 cm- taa with Uw fat, the objective of this at* was to dote all doon 00 tbe asoectiag levels, except the totb level, that slowing down the bunting rate of the fire and, U possible; to fight the fire from the 8th level. No. 4 shaft was to be kept downcast at kmt hem 8 to 10. Azound 9:00 PJf, a scrim of ten* on the different levels disclosed the following con dition of the tin leiwi CO Oxygen Kemmrtu and 4tb 8th 8tb loth 0.3& good No. 3 shaft upast 04% ` good Good ventflatiou and visibility a to $% deficiency Smoke very dense 3% deficiency Viability nil-- smoky 4 to 5% deficiency Smoke vef dense Nine successive crews were seat down 10 don (he ventilation, doom ou the fids level. This level was found .tricky so travel and seven! dbewt bad to tarn buck ou account of going in the wrong direction and became of tbe railspec of members of the crews. During the night ; men arrived with tbrii equipment from Timmins and joined tbe Noianda crews, starting at ymo AJf. April 5h. At 7:00 PJf. the doon ou the Och lord had been checked and Model; several oks of dynamite and blasting caps were re moved tram the 8th and aoch knk and a for hose' with a 94 tmdk soak was finally rr^mmtrtmA to a MO fob WStCT foe OU th loth level bot tbe prmurr was too low to rack the fire lpisnil--filj 40 fact above the 1och level. Frirsa yam PJf. April fgtb to 7:00 AJf. April afith, the night shift reinforced by 5 team from Sudbury. Ontario, lamsgcd to impeove the mur pcosuc at the coth level and tied the water base 00 a ladder directed toward* the fixe. Alter a whale the pnssuit lowered again. Tbe fire vras blazing briskly with a considerable amount of rocks mad boro- fog cates cm the icah level. Azound pm Alt, April aCth. the aria <* air fine broke foNtt.4 shaft; with the rcssk that the intensity of the ire was rmnwiTlsn-fy- in- cremed aad No. 4 fo* became mnmgiy upam. At this time an pffofaa Sited the hnBJwurf on No. 4 shaft cellar, which was Immcribtdy remafed aad the utnrihfinn deer on the 10th level was dosed and scaled. The awpramt air hue sms sfthc eft. Taw bouts btar a second explosion Sorted a Sew of the ventilation doors open, and the Mining Section 35 bulkhead, at the collar oi No. 4 shaft, vras again lifted. Tbe seal was reinforced by add ing surd and day. Two ote small explo sions occurred daring tbe day. At 8;oo PJfn April *6tb, five iwmbm of a rescue crew, attempting to reach tbe wntihrioo door 00 the second level, woe blown to their knees by a terrific explosion, taring the team to return to surface. This last had again Hiked tbe seal at (be draft collar. Un derground work was besoming too hazard ous, especially since all hope of the clems enttjppcd shaftmoi attvev was given up. , Measures were then taken to seal off the whole mine from surface and to jptT***nre water into No. 4 shaft. From Sunday, April sytb. so Thursday, May 1st. tbe rescue crews were checking the oxygen and cazhow mnc--Wlr -- of tbe air at rations pfoo tram *. whQe water was poured down tbe mfoc. Tcaaperzcnre bring pipe line la No. 4 stale, where tbe image carbon mountide comtut wn ap proximately ore par ezne. The temperature reading* at No. 4 abaft xvriigfag 49* Fahren heit and remaining misuw, k was derided that the fire was out; following this dedtkm, the mine was gradually reopened, beginning about 5:00 AM. on May ia. VcnUation sms to remain as it was previous to the fire No. I shaft downcast sad No. 5 upcast, Details of he fint operations were as fallow*: Dote May ik TSme 3:13 AJf. Remmrki Opomd 4* air line at No. 4 shaft-still down- fjoAJf, Opening of 3^4 square bet at No. 3 shaft--opcast-CO**o.$ per cent -no naofce-air cold. jAJt Turned on water is 4* line No. 4 shaft--Air at No. 3 shaft still cold and dear--strongly upcast. >:w Alt. Turned oft water of No. 4 abaft--draft aoongty txmmm Manway completely opened at No. 4 shaft-- mi heavily downcast. tsyaFJi Imfsu. raises aad No, 3 shaft completely opened -CO in No. 3 shaft from Nil to 005 pm- cent. May tat 5:00 PM. Dropped 50 cjl of Ethyl Macaptao into the air Sow of No. 4 shaft. ~ 55*3 PJf. First smell of Ethyl Ma captan in No. 3 shaft Ividftame. " 3:30PM, A* a precaution, water was run down the 4* fire line at No. 4 shaft for 10 minutes in every boor. Ventilation was continued all night. On May the and. the cuhoo monoxide content at No. 3 shaft collar varied from oni to 003 per cent sod rescue crews started to return underground to check ventilation doon ou different levels. The highest carbon monoxide reading was 0.75 pm cent. It was imporaibls to go down on the bottom level for the mine pump was out of order and tbe level was Bonded. Water was bailed at No. 3 abaft. On May 3rd, the quantity of air coming out of tbe mine vras gradually reduced until 5:00 AM, when it became almost batm-A. A No. 7 Sirocco blower powered by a *0 ILP. motor and driven at approximately 800 r.pn. was installed at tbe collar of No. 4 shaft During the following 3 days, the under ground amditions improved, and pumps were installed to remove the water from the 10O3 level. Approximately 7,000.000 gallons of water bad to be taken out. The fine trip down to die scree of tbe fire took place on May igtb, three week* after the fire. On June *5th. and afith, s months after tbe fire, tea of the bodies were recovered 00 the 11th level station. Tbe last body was found fifty feet below tbe nth level. A blood analysis of tbe victims disclosed that death was caused by carbon monoxide, AH shaft timber except the bearing sets at tbe loth and ntb ford had been burned or knocked down over a ot 600 feet. This meant that approximately taofioo beard feet of timber bad been affected in the shaft. An 8* by 8? peat, tenuring the North sec tion of a ventilation door frame, and located approximately 300 feet from No. 4 shaft on 1 36 35th National Safety Congress, 1947 tbe xodi IcTd, hid apparatiy been blown out by an explosion. At the loth level station, the shaft com* pertinents, chutes ud lunchroom were stOl in place. Rodi, timber and debris had Hood* ed out into the station. Both, the manway and North sinking comportment at tbe sta- tioo. showed no evidence of horning, bat tbm was damage from fatting material. Thoe was interne charring on tbe South done tMr `Tbe oatride wall of tbe luodumm was wwhoipd, bat tbe inside wa* badly charted. The nal rc pawring of 4* lagging, was com- pharly homed. Tbe phone had bea bsised of ia wppon and the # by I* mluges above the phone bad baa bsnwl through, fas- iBnriny heat at pnnw, On Soar, the nads of tbe phoor. the gahrin* oacter, seven] hoc wire W;Ww and the remnant of a light holly indndmg tbe base and socket, were found near tbe post where the telephone box bad been located. The remains of the light bulb were later posi* lively identified as being from a 40-watt tao volt hiap. destroyed by intense heat only. The rannams of lennl burned oikn left in tbe loodroon by (be sbafttnen were Inond in two different locations on the benches. Most of the Sooting and the lower pom of the benches were mod. The only electrical fuses bond blown woe the two 90 ampere fuses feeding the Spouse cable, which applied tbe loth level station, the lunchroom' lighting, the shaft bottom floodlight end the lights at the hoists. Other fuses at the distribution panel might have been blown, but tbe power had been turned off at &90 A.M. on the day of the fin. The examination of tbe electrical circuits indi* cited that the source of fatlore was in tbe lunchroom. These h 00 doubt that the fire originated in the lunchroom a few minutes after 1:00 AJf, when the shaft leader left the station Co go to the bottom of the shaft, ft does not appear that tbe fire was doe to a short dr coil, became tbe two boisunen, and the deck- man. who were standing more than 100 led above tbe lunchroom, swore at tbe inqoot that they smelt smoke first and1 that tbe lights at the. hoists wem oat at the same rime or immediately after the smoke lad reached them. This would imply that the flames, which , originated in the hmcteoom, from an unknown source, bad beta going oa Cor several minutes; by tbe time tbe smoke reached tbe hoists and deck, tbe fire bad burned off tbe insulation around tbt electric able in tbe lunchroom, ebas cansing a abort tireuh and cutting the lights off of the whole circuit. Why did the fire spread so rapidly? Tbe hmciuuem bad been washed out with a water bosc about ia hours be* fore the fire; the broken rock damped In the chute compartment adjoining tbe lunch room is always wet. But an the other hand the roof of the lunchroom any have been dry, especially at the south end. The ire qreni very rapidly, because of the shiftmen's calm that had been left inride the lunchroom and were to be used later doing the drifting operation. These oQea. with use. became impregnated with rock drift lubricating ofl, which is Inflammable. If approximately is sets of <tilexs were left in the kmdxioom, tbe rubber and oil of tbe oOos would pradoce an intense heat with a hovy and choking smoke within a voy then rime. This may explain wby the dadma and the bcMstmen did not have rime to give tbe danger signals, except to jiggle the bodeet, before they left their prom, Apparently the burner which at located 70 feet above the bottom of tbe shaft could not fee heard when Ihe men were working. One briMma wrote a warning note on a piece of board and pat it on a backet, bat be coaid not lower tbs bucket became of the bat. , li is not pcoiMe. at tkit taw, to express a definite opinion as to tbe ante of tbe fire. Is it possible that a lighted dptrate may hare smothered (or oee hour feefbst. igniting the mines* docking or oOcn? Was the fire atoed by sponuneoas coahastkm from the oxidation of ofly or greasy waste? It weald be interesting to find tbe azwwet. In ase of dearie power failure, a Wand* by generator capable of hoisting the rescue crew, was anibble. During the first tt heuw of week, ealy 3 McCaa e-boor oxygen breathing apparatus, and 4 Owrana 45 mlnswr iwjgui were available. CnfhhrmMc ifpcaasbo was experienced during the period when 000 of 3 men sad 4 mm wow bring sent at a distance of goon lest from their hash air base, in a nrinc, where the teratfew of grizzlies, duties and rfutmrrioea were un known to them. oporifiDy when vMhffity was at times lew than one tout. Garbos mwiMMgAM.wwM4Wfiff.ppt Mining Section 37 were used to chuck Che ceodltion of the air, AH Service sanks were in use whatever lie uxygcu cwsws fas ebe air was ntbbcuuy. Tbe new type of Chnwm Breathing ap paratus baa jsowd very useful because of its easy opouau, Specialists wearing the Cbeno* rae sme down, to show tbe exact location o( valves and switches to members of tbe lUscue amt Within a lew minutes, meo could be to wear tbe Qkbox; but this seU-ceocaiaed breathing apparatus b approved lor only 4$ minuirt and. for this xeasoo, it mat be considered as auxiliary equipment only in a mine. Tbe highest poise is due 10 all tocue workers who cook pan in the operations and iraal bad to be under the care of doctors, sometimes for a fcw bouts. Several men col* lapsed or were tick Ut waring tier equip- Deae Che rename bring as follows: I men conapssd Probably using their ap paratus too toon after eat- Dipined oxygen dm to too frsqitsni opening of by-pass valve. tmjwofMr iiijnTsrnf of fiigforr tailed off mask to speak. Month plea plugged--had to ibis to aartsce. Nod ami tbeke goggles ova head harms, causing leak. Goggles off on re-entering alt Reasons unknown. The fntVinlug wrsuir-- stand oat ia the fax MaJartic Mine fire to prerent future lorn of.fives to roch tiraunsrancrv 1. When poaftia a signal box including borer and fight, should be carried with the Masting set during shaft sinking epewieue. a. The fawraHatitm of botes In the shaft rfswlf be avoided. .3. Auxiliary brmhing apparatus or gas wta ffwwilit be available In every tzadogroond hubmuiui 4. Telephone boxes droid be coostructed of raMMabosOde materiaL be hapt dumd of all inflammable ma terial: haduyu to be of fireproof construction and be located away from tbe shaft. S, Suitable water lines with a good avail* able pressure and adequate fittings should be conveniently located nor every abaft station and in proximity of timbered areas. Complex* fire trucks or, at least, a vulfirirm supply of fire buses should be readily available lor underground in case of enagency. 7. Mine rescue stations are a ncceatity in in every mining community. Every mine should hare men trained in mine rescues ft. Every mine should also have on hand auxiliary breathing apparatus to cope with tbe most argent operations until tbe regular rescue equipment arrivo at tbe property. It might have been pos sible to extinguish the East Malartic Fire during the first hour. $. Care must be exercised when greasing; spilling ud dripping of the lubricant at points wbexe it is used or stored may be the ause of spontaneous com* bastion or may develop a fixe very rapidly if io oootact with a flame. Oil should be scored to fireproof, dosed reccptacka and greasing should be dooe us places wboe tbe fire risk b negligible. Beware of greasy rags. 1 a. Whenever electric Una are installed in timbered areas, they should be care fully imnluwl and protected from me* chanisl damage. 11, Smoking In dry tlmboed areas should be prohibited. is- It is quite a ptpfaSaa 10 fight a fire in tbe hanging wall of an Iodine shaft, for, it is nearly impossible to play water 00 tbe fire. Timbered indlnc shafts should be equipped with a fog ging system. \y Ventilation control is of the utmost Importance -to fight an underground fire. Such control is not possible with natural ventilation; thus the impor tance of mechanical ventilation with reversible Cuts. 14. Solid and tight fitting fire doors, held dosed by a positive latch, should be provided in evoy crosscut or other opening leading from any shaft. 15- Level plans in miora should take the Iona oft a) Regular Survey plans showing tbe ./ 1; ors 38 35th National Sajety^Congress, 1947 of grizzlies, ore panes, b) Ekttrit service plans, c) Pipe service plan*, d) Ventilation plans, 16. At Em Milarric after tbc fee alarm tad bom given to surface. Dearly ooe boor was required to boast the So coca wotting In the upper section of tbe mine. In case of danger a positive and quid system should be provided foe warning all underground workmen. 17. It is important that frequent inspec tion be earned out by qualified per sons having the opportunity to visit several itntng properties. 18. No explanation ks available yec as to the cause of sevcsal exploeUms - that i^ during tbe rescue opera tions. Were they the result of iooMBplcte combustion of wood and rubber Hhrtibtw) Was tbe temperature high enough to cause a decomposition of the fogging water coming from the 8th level and produce an expletive mix ture? The answer may be found fates on. 19. The faculties of Applied Mnsn ol s great number of tlstivvxtitica may pos sibly not devote dough time to tbe problems of firm, gases, ventilation, rescue training and equipment in metal Mine superriticn should know bow to organize in case of emergency and how to train aH underground . workmen to be fire conscious. THURSDAY AFTERNOON* SESSION October 9. 19*7 Preriduig; C. E. McKaight. Mine Captain, Lake Sun Minrs. Ltd. An Analysts ol 100 Fatal Shaft and Hoisting Accident* By GEORGE GEDGE Safety Engineer, Hoffingmr ConnolidafDd Gold Mims. Idmftwd Shaft accidents constitute one of the prin cipal -sources of accidental deaths in mines. According to the experience of a large min- ing district one' fifth of aH fatal arridenta occurred in hoisting and shaft work. The following tabulation of too typical fatal shaft accidents in this dhtrict Indicates tbe genera! causes and their relative importance: C*ute Aslb* Defective hoisting eqaifanens 19 Falls of rock or materials in shafts tj Hoisting equipment in operation 13 Failure to dose bars or doors 1 TMAm,r% and unloading cages it it bbsriBg sets and similar structures 9 Riding sinking buckets Inadequate shaft inspection after 7 blasting 7 Signal systems and improper signalling 4 De-watreing shafts Kails in shafts Other 3 3 14 Total of deatfcs earnsd* 190 because m aeridents M tw w woes usms, Nineteen the largest rurmber re- nhng from ooe cause, were dne to defective parts of hoisting equipment. Two acridcsu caused these deaths and additional injuries- One *g~t** was a (death of five or mote na). Tbe rope failed, and the safety dogs did not function propoly because of poor nJ pqmibly faulty setting of the Bnfcage or fooling of the draw bar stops. Tests showed that the tope failed primarily boause of isicnal conorion which lad not beat dutked by frequent and regular in spection*. Tbe other accident was due to the failure of a bolt newly fawtalkd.oo a hoist manu factured about fifty yean ago. Tbe bolt con nected tbe daub band to the dram anchor age. One end of the dutch bond was rlretted to a forked section feiged down to tbe bolt. This bolt svi indies in diameter, was thread* ed. and two nuts 00 the threaded portion per* adjustment of the dutch far war and lor proper locking. The fracture ocatrred in tbe threaded portion. . Mining Section 39 Thirteen of the too deatbs at shafts resulted from falling timber, pipe and rock. la most om, tbe mew were engaged in changing gnkfaa. bsfiftg bubheads,. removing pipe liact mi yntoang "*** wosk. Tbe dr* cunwcawem ed am of these accidents show failure so in mfcty measures in the methods of dwfog ^ work. The frequent ansalr practice of failing to oil some membrea of a platform, scaflhld, staging or *trB>hr stroonre resulted in tbe death of a shift boss who was inspecting a shaft. A temporary platform had bees coostrutted ago fat above the set which be was inspecting. One plank, which bad not been saQcd, was dMedgri by the bobting rope, fell, aad strode tbe boss. A bulkhead should have wfiefaa strength u> withstand any object which may fall from above, or the men trader it should be withdrawn If the IwOdrsd will not afoed ade quate protection. Overhead protection may be impractical 00 *xae jobs. In sndk asm, the worth* proce dure should be pfirir--r'l so that wp^ir, to falling heavy materials k For ex- *pl*.* man was rppTirtog planks on a shaft' abett ten face above another workman who was hewing a divider far plate bolts. One pbsk idl and and the'lower man on the bead, fracturing hit shall. The injured man conId have dome other work Until tire planks were itpfaeaL some jobs it amy be oecmuy to place, remove, or threwkc week with- heavy ma terials, sndt as pipe, from below. If a mfe procedure is sot pfaaoad and foQowsd, fatal acridents nay happen. For example. a crew was salvaging s-inch pipe from a shaft by working from below and removing one section at a time. Appar ently they failed to hold each section with a wrench while they removed the --**** be low. As a remit, tbe hangers were twisted from tbe timber, and pipe was loosened at joints about Go fret higher. When a coupling ms mock with a hammer, a long section dropped, struck ooe man, and fiiaund an atm and Ids riutlL Tight lined compartments cflettlvely pre vent Sfddran from QH'n rock, and from dropped maifriah. which may be into an adjoining compartment aad fall on 00 working there. A shift bom. for example, was fcntwd by a timber which slipped from tbc hand* of a worker who was loading it onto a cage. Tbe piece wot under the di vider aad down into tbe adjoining compart ment aad strode a shift bms who was mak ing an inspection. The practice of prefodimUy cleaning spill age from shaft timbre k helpful in reducing hazards from falling rock but docs not com pletely rlimlaatr the danger. A skip-lender was killed the day after a shaft was An investigation indicated that the piece which hit him had been dirlodged from a timber. Special an should be taken not to over load dup*. In soma mines they are. loaded from measuring-pockets, aad to ochres, men are employed to see that the skips are com pletely emptied, to redact yy Tbe extreme danger of entering or work ing In a comportment in which hoisting equipment Is operating is shown by the fact , that in 13 oat of 100 fatalities the men were ought and squeezed to death by the moving skip or age. In addition to having arms and legs torn oft and being otherwise badly mangled, workers often Ui hundreds of fats to the bottom of the shafts. Mow of tbe accidents happened in sink ing shafts, doing Station work, building and dmning hading pockets, eotsemieg. and performing similar work. In the large ma jority of cases the men were attempting to take a short cut throogh the twisting com partment or woe doing a short job there between movements of the cage or skip. Tbe cage, properly equipped with a plat form, should be used whenever possible in shaft work. Many jobs on be expedited bv using the cage for a working platform. Fail ure tn use the cage was the principal cause of four of the tj deaths. When tbe use of a cage k designated for preforming oretaln jobs in the t--g com partment. the bom or Iradg should require strict otuervaaee of tbe instrscrioea. Workcm may be kept .from entering a hoisting compartment by lining between tbe hoisting compartment and tbe manway. For sinking shafts and wosking around stations, lining should be installed as rapidly as blast ing and ochre condition* will premit. Short cutting throogh bofatiag compartments, which is frequent in sodi work and leads to many aeddenta wQI thus be prevented. 40 35th National Safety Congress, 194? When guard nib and guard planks placed vertically are used to keep men from falling into or crossing a skipway, the installations should not leave openings or other means of circumventing these protective measures. Furthermore, supervisors should observe safe guards and require their men to do so, Wbcnevs men may be exposed to the dan, ger of moving skip* or cages and the hazards cannot be adequately safeguarded, hollaing should be stopped, as usually can be done lor short jobs. Hou of the fatal acprimts happened when the men were doing wotfc which required only a short exposure. Warnings about entering or crowing bout- Jng www|snwr have proved to be iraull- exest preventive measures. A wilful shiftman was given specific inMrudions about the safe way to reads his working place, but be did not follow them. He ctimhotl down the hoist ing compartment. An attempt to tdcphooc the cagctender oo an upper level not to lower the skip failed to reach him in time. 'The scan was caught and killed. The lespomabtliry lor stopping the movement of hoisting equip ment rests primarily on the foreman or leader. Since a bom it not always present, the men must dearly understand the danger of e tcring a compartment in which skips or cages are operating, and they should be re* qurred to notify the bobma before: enter ing such compartment. Otherwise a combiaaifou of dnaiMUKU may tank in a death. When a **** h notified not to make a movement, be should observe the ante until notified to die contrary by the person who gave him the original imtjuoion. If the instruction atria over to the neat shift, be should notify the relieving boistman and report the fact that be has done so-in Us kg book. It is unmfe to depend on hearing hoisting signals before trowtag a boistiag compart ment while making inspections or doing ocher wock. Two men importmg an jiwfinert shah depended oo signals to warn than to get In the dear, or .to ufl them when to cross the link, but they were caught and klBed. iiiw accidents wear tinder fokir cireom* atanert and from similar onset, links pre ventive measure* baaed on experience are it ia likely that other fuojmiiq may have the same kind of accidents. The Eutada- mental predicts that ahoold.be observed are: s. rumtbat* hoisting in working areas. The boistman should be notified by the shaft leader to stop all movement when ever any member of the crevrt may pos sibly be exposed to the danger of getting caught. %. Whenever possible, use a property equipped cage, and wear safety belts, for performing work in hoisting com partments. j. Line manways, install guard rails, and take other orans for preventing em ployees from entering hoisting compart, menu, 4, Inform workers about the hazards- Train them in safe practices an intid that they observe safe practices. Faduse to the bars os doon oC cages and shaft stations was a factor in si deaths, violation of this precaution, however, was not the .principal cause of most of the acci dents. In one case a defective guide reused the mg* to catch while it was being hoisted, and the cagctender was thrown oul, If he had dosed the doors, be would have remained in the cage, and although he might have beat injured, the injuria would not have been fatal. The bars on some rego were so loose that when they were left in the vertical position, they extended out into the shaft. When the cage was hoisted, the ban caught on shaft timber, Four deaths were due to a combination of practices. In each case the cagetendes attempted to hoi* hog dull fled without Isshizy it to prevent it from shifting and "tiling ayifnw shaft timber. When the steel got away m* caught 00* timber, the men where thrown oat or struck by * flying piece. If die gates had ben dreed, pieces would not have caught, and the men would not have been thrown out of the age. Some companies have eliminated the prat ike of riding tags loaded with supplies or materials. Between levels, tlatioo tenders are to ride only on the upper deck of a two-deck age carrying a load on the lower deck. If the dons or bus are not dosed, sudden maos any cure a man to feD out of the cage, la one case a cagctender toppled out into the shaft. In snosher, a man wbo did not feel well was wit to the surface aosc- companic*! The door of the cage was not eknsmdl, and the man apparently, fainted on Mining Section 41 the way up and Cell through the open door way. Shaft gates also should be kept dosed. Two deaths which could have been avoided oc curred bom falls into shafts at stations. The principal known factor in one of these acci dents is that the gate was left open.- In the other, the bar was not dosed-when the age was takes to a lower level. Causes of doth in the district indicate that booses should give special attention to the practices of' agetcoders in loading and un loading materials, especially fled. Eienn w won killed, bareuse of unsafe practices in per forming this work, Nine om wst riding with the loads. They failed to lash fled and timber in the ago, and when the loads reaps against The shaft timber, the mesa were struck by flying pieces or thrown out of the cages- Two men wore crushed by ore of steel whkb overturned as they were bring pulled bum ages. Regardless of tbe distance to be traveled; whether ijo feet or 1,000, the same pre caution should be taken. When steel or tim ber b distributes! at various levels, the load nsainiBg ia the age should be secured after each delivery. Neglecting thb preredtioo, tailing to riose the doon cr ban, and opening doom before reaching the station resulted In a number of Two fatal aeddeso which occurred when can of sted were being unloaded bum cages show tbe pomible hazards of this wort and (he precautions,that mint be taken. For ex ample, ogn should be stopped level with the station track. ` < Can designed lor carrying steel vertically should be checked for stability and should not be made tcy-txsvy became of too much long sted. Several men were killed when pull-' ing such care aft ago -properly mopped at Matioes or when puSiag can from the side, a position which otpewa the miner to in jury if tbe load apriaoL. . The oo(standtog feature in the occurrence of it out of 100 deaths was the unmfe can- Rnictioa of wotting platforms used for mak ing repairs and unking shafts. Four dolhs occurred because defective timber was used in platforms. Tbe worn aeddent resulted ia-throe fatalities; the mo' left yoo fret. Two fi-inefa spruce stalls were laid across a 10-loot opening and covered with planks. One uB hole a few feet bom the supporting rock. ` Thorough inspection of lumber to be used in scaffolds and stagings is a fundamental requirement for- a safe working structure. Se lected pieces should have sufficient strength for tbe load, be reasonably straight grained, and free from shakes, large, loose or dead knots, dry rot, and other defects. Staging or platform supports should be strong enough to any at lean a|4 times the anticipated load. If they are spiked or otherwise secured to shaft timbers, tbe method of fastening should have approxi mately the some safety factor. Using "l* too small for the thickasss of the lumber or using au insufficient number of the proper size causes numerous datbs. When blasting secs were used for timber. ing, three deaths and such serious injuries as broken legs and back asm resulted. In each case tbe chains or other fastenings were do* strong enough. The least serious acrident occurred when a vrrid io a ring in a sling failed, allowing one end of the blasting set to drop. The safety chain provided for nidi an emergency abo failed to hold. It was attached to a ineb steel rod bent into the form of a book to fit snugly over- the end-plate. Because that were two inches of slack in tbe safety chain, the book straightened out from the jar. The load on the safety chain was lajo pounds. Tbe use of safety belts and life lines would have prevented several deaths which occurred to mas 1amusing a bulkhead and working front a platform on a age. Threw men, foi example, were engaged in removing a bulkhad preparatory to-timbering. One lifted an 8 by 8-inch timber, apparently lost his balance, and fell through as opening made by the removal of some plank*. - The circumstances of one death show that only men In good physical condition should be employed on shaft work. A abaft man wbo was subject to fainting spells fell over goo feet when he fainted while standing near an opening In a manway preparatory to making some repairs. As seven deaths show, riding tbe bucket is one of tbe meet dangerous pnctica in shaft sinking. Therefore, bosses and shaft leaden should give special attention to toe ing that sinking buckets' are kept in good condition and used safely. 'Budtets should be of substantial construe* tion.'Tbey should be provided with a crass- 40 35th National Softly Congress, 1947 When guard nils and guard plank* placed vertically are used to keep men from falling into or crewing a skipway, tbe installations should not leave openings or other means oi riratmveoting these protective measures. Furthermore, supervisors should observe safe- guards *nA require their men to do to. Whenever sen may be exposed to the dan ger of moving skips or cages and tbe hazards cannot be adequately safeguarded, hoisting should be stopped, at usually can be done for short jobs. Mom of tbe fatal accidents happoted when the men w which required only a short Warnings about ing compartments dent preventive was given spe way to reach not follow the ing coi _ tbecagete tbe skip man was for stoppit mcm rests Since a must dearly tering a cot cages are qiitred to nod; ing such coca bination of death. When a a movement, be until notified to tbe wbo gave him the original instruction carries over to tbe _ should notify tbe relieving hotstmari report tbe fact that he has done so-in bis log book. It is unsafe to depend on hewing hoisting signals before crossing a hoisting compart ment whBc "*vng inspections or doing other work. Two men inspecting an inclined shaft depended on audible signals to warn theta to get in the dear, or .to tdl them when to cross tbe shaft, but they were caught and lulled. Most accidents occur under similar dream- stances d from similar causes. Unless pre ventive measures based on experience are taken. It it likely that ocher companies may have the same kind of accidents. Tbe funda mental pisaica that sbould.be observed are; i. EUmlhate hoisting in working areas. The boatman should be notified by the shaft leader to stop all movement when ever any member of the crewvmay pearibly be exposed to the danger of getting caught. a. Whenever possible, use a property equipped cage, and war safety belts, for performing work in hoisting com partments. ). line manways, install guard rails, and take ocher mnw for 'preventing cmfrom entering bobring compart- about tbe haiaids. Train an insist that they oi doon of cages Lctor in n deaths, bowevov was the ami de caused hoisted. If be had that position, When the on shaft combination of the cagctenden dull steel without from shifting and timber. When the steel caught on' timber, tbe men sc tfirowni cout or struck by t dying piece. If the gates had been dosed, pieces would not have caught, and the moi would noi have been thrown out of tbe cage. Some cotnpanim have eliminated tbe prac tice of riding cages loaded with supplies or material*. Between level*, station tenders at* permitted to ride only on tbe upper deck of a two-deck cage carrying a load on the Iowa deck. If the doon or ban are not closed, sudden i&nos may cause a man to Ml out or the cage. In one case a agetestder toppled out into tbe shaft. In- another, a man who did not fed well was sent to the surface unac companied. The door of the cage was not doml, aad the man apparently_ fainted on Mining Section 41 the Way up'and fell through the open door way. " Shaft gates also should be kept dosed. Two deaths which oould have beat avoided oc curred from faib into shafts at stations. The principal known factor in one of these acci dents is that tbe gate was left open.- In the other, the ter was not dosed when the cage was taken to a lower level. Causes of death In the district indicate that boats should .give spedal attention to tbe pradices of eagete&dm in loading and un loading materials, especially sted. Eleven men were killed-because of oanfc practices in per forming this work. Nine mm nert riding with the loads. They failed to lash steel and limbo* in the cages, and when tbe lends caught against'the shaft timber, the men were Wrack by flying pieces or thrown out of tbe cages. Two men woe crashed by cars of steel which overturned as they were bring puffed from cages.' Regardless of tbe dbeaner to be tn whether 150- feet or txm,* tbe saajj caution should be taken. Wbcn steel, ber Is distributed at various levels, remaining in the cage should after each delivery. Neglecting tli tion, falling to ckise tbe doon a opening doors before reaching resulted in a numbs of deaths. Two Caul accidents which at cars of steel were being uni show the possible hazards of the precautions, that must be tak< ample, ages should be stopped lev station track.' Cars designed for orrying steel should be checked for stability and not be made top-heavy because of too 3 long steel. Several men were kitted when pS ing. such cars oft ago property stopped a? stations or wbcn pulling can from the side, a position which ttpau the minor to in jury If the load apdm. Tbe- outstanding feature in tbe occurrence of 11 out of toe deaths was tbe asttfc cock ruction of working platform* used for mak ing repairs and finking shafts. Foot dads' beanred bemuse defective timber Was used in platforms. Tbe worn accident malted in-three fatalities; the mm' fell goo feet. Two fl-iadi spruce stalls were laid across a 10-foot opening aad covered with planks. One stun, broke a few feet from tbe supporting-' rock. . . , Thorough inspection of lumber to be used in scaffolds and stagings is a fundamental re quirement for- a safe working structure. Se lected .'pieces slmutd have snfidenl strength lor tbe load, be reasonably straight grained, and free from shakes, large, loose or dead knots, dry rot, and. other defect*. `Staging or platform supports should be strong enough to carry at least rimes the anticipated load. If they are spiked 01 otherwise seatred ' to shaft timbers, the method of fastening should have approxi mately the. tome safety factor, filing nails too small for tbe thickness of the lumber or using an insaSdeac number of the proper rise causa ounena deaths. Wbcn blasting sms Were used for timber ing, thfw-lllltfBjjijmbgiNu1 injuria as In each ^that ____________________________________ 'should be man wbo was wbjm^RSBI^pcnf foil over 900 feet when he fainted while standing near an opening in a manway preparatory to making some repair*. As seven deaths show, riding tbe bucket is one of the most dangerous practices In shaft sinking. Therefore, bona and shaft laden'should give spedal attention to seeing that sinking buckets are kept in good condition and used safely. Buckets should be of substantial construetion.'Tbey should be provided with a cross- 42 35th National Safety Congress, 1947 bead to prevent twinging, and non-rotating type of tope should be used, 'the use ot improvised equipment, wet a bequest factor in the accidents. Improvised equipment sometimm tails in emergencies. In scroti instances men were taken ill and bad to be hoisted out of the shaft. One won was hoisted in a small bucket which spun rapidly as It me. Appoxmtiy dizzy when he stepped out at the deck, he lost his balance and fell through the opmlng. Attempts were TM4 to overcome hazards in the use of temporary or inadequate equip ment. Men were forbidden to ride, but orders were not enforced by the bones. The men rode backets when the distances were abort and when they amid have gone up a man* way. Standing OO the rim of a sinking bucket should be strictly prohibited uodtr all - dr* cumstaaem. * The hazards fachide slipping, striking' the ride of the shaft, and faintiwy. If there is mnridcnhlc deanact at the blasting act. a man in stepping oC the hoAd may slip and fall through the epcaisp DedatP especially should realise bow hazardous it is for sinking or damping doare to be open when barters are being.dumped or londwL la one cam two kdsm wtre working together. Who a bucket was hofaccd to the dmop, the fiat iWlnn cloeed the dumping door while the second pulled in the chairs for the tiumbrad. The fins -*-4-w-n then booked oo the dumping than* and gas*: the signal to lower the bucket far Beasmt of obttmaiom respiting . from Maying, seven teen sroektDed in three vri dents which ocnuied while nm were faring lowered. The acrideota happened ou the fat trip after Wasting. Apparently no trial runs were madr Improper signaling anmbotod to four deaths. Three woe partly dne to Mur so follow prescribed signaling procedures, and the fourth resulted bom the failure et s company to provide the betemari with a line for leturning sjgnah. In the last one, the company was fapgd la salvage operation* aad had itUaScd a temporary hoist near the old bobt room. The signal line to underground statics was nansfesred so the new h*Hiring location, but the bofatusurt return One w not moved. The botirauti asked an ingpolawd roan to make a test of the signal system but Jt3td to specify the nnmfacr of hik The hfitnm received a ``hoist'* signal,'but thought the man bad not had time to ring, and assumed that the signal mar trous underground. He raised a cage os which a miner was working, and the miner was caught between the cage and the timbre. The pnsnbflitiu of serious injuries to cage Coders, a* shown by preceding paragraphs are so numerous that three own should utilize an signals specified far their mfety. If It is peccary to bout material with the hood door open, a "slow" *y*1 should be given and reuntied by the bcSnman. Likewise, he should never go out oo a skip to tenure a piece of tied or far any other reason without.giving the holitmsn the ap propriate aignaL Violaturns of these and similar precaution* hove resulted in deaths. The causes of several doth* at small prop erties show the hazards of using internal com bustion redoes far opreadRf pumps at the bottom of shafts. The geneva! practice was to fill.the gasoline tank and let the ^ngt,k- nattaSy in the fate afternoon. The fuel tank was net refilled until (he foOowing to allow time far the fames to dear from the shaft. In ock case tfa'oghw sopptd before the fact supply was ufamwl, mas muqiirrl to make repain, aad woe asphyxiated. ftesma* had narrow cacapre hs nut cams. Now* of die psspcjtkj was equipped with sultry hefts aad fane*, ps maria, ou vewtifat - fag equipmeari, and none of the mm faOy realm! the danger of the gas or was trained la artificial resuscitation. The me ef Internal cnsaliustioo ogiaa smtergiouad Is not sanc- dooed by dqanatixs of , especially wbm adequate tafagnards are not provided far the mm. Severe) fatal acridcwt* ouaual Cram Calk s a rftfp i Htlig Che mpfftm amt of the ridp, the out decldsd to dump the fay m the level. One maa wood ou the esuw rods to puk, and wfacu the fap fall ou in ride, man of the fag over goo Isa. Heuucafamda faaofccu neck, a fractured light fag. aad mamnus other injsria. This study shows that fatal aeddrote ia hniutag and shaft week have uuuuad re peatedly tinder riaifhr ilrninuruaim There- Mining Section 43 (ore. there is no reama to believe that three types of acrideota will not cootfac to occur in the performance of certain jobs aad fa the use of certain equipment nnlres preventive measures are taken. Most of there kinds of icddents may happen at any time. Special preventive measures which super visors should take are these: t. Utilize the more up-to-date-methods of inspecting, lubricating, and maintainfag hoisting rope and other parts of hoisting equipment, a. Specify the safe procedure for has* diing pipe, timbre, eto, by hand In shaft work. 3. Stop hoisting or take other promotions when asos making repute* or perform ing other work may be resdangnwL 4. Use of the cage, and see that a safe platform or blasting set is constructed far shaft work. $. Use first-claw sinking backets and other sinking equipment and train men to ride in the buckets safety, , 6. In sinking work, inspect the shaft thor oughly alter blasting. 7. Make sure that all loads of steel and timber are properly secured in cages. 8. Eliminate riding on loaded cages. 9. Maintain gates and bars in ba-dm cDoditioo, and require strict observance of rules to dose gates or ban of cages and at stations. tor Require ago* to observe strictly all regulations pertaining to and the operation of cages and skips. Min* Accident Prerwntton Education By T. W. XXERANS Aacfetaot Gunural Safety rnginaw. The International Nickel Company of limited The steady and impressive advance fa nuae safety fa the Province of Ontario has paralleled the growth of interest fa Mine Ac* odcat Prevention Education, a* btwse tt by the annual reports of the Dqaitnot ef Mines. Thou teposu shew that in the fint 10 yeas of the past quarter century, from igtt to ifti, the avenge annual frequency of fatal arideati fa the adding indimry was age per thousand employees. In the past 10 Tears, from 1937 to 1949, the m frequency was tedscad so tgt. This dawsw in fatal accident ireqseey was achieved during a to year period fa which the average annual os* ploymerit In the Industry more than doubted anr the fine to ye*r period, and fas which mining shared with other indnriiks the pwdfesa creaked by the Second World War. An of the effect of this achieve* eri indicates `V*! dating tlw paws to yean, the 11 vs* of well over 400 employee* have been mved fa the Province of Ontario. Noo-fata) compensable accident statistics comlug the same periods show comparable rednetions which ifiaiad, of comae, the tires of a far greater number of employees. All employee* of the International Nkket Company of Canada Limited in Ontario, rep resenting over the last to years an average of about jl per cent of the Province'* mining iudusuj |----"t**. have participated to an important degree ia the benefits of sound accident prevention work. In the Company'* Mines Section our men have maintained, daring this time, a fatal aaidcm frequency 34J per cent below the average figure for aft the other mines fa the Province. We have no doubt that with the continued cooperation of men, supervisors and manage ment further redactions fa accidents win be rfcrfrri The Accident Prevention Plan at INCO Mines While continuous and progmwve changes have been made in accident prevention meth ods at INCo mines, the mfety program is firmly based on tbs principle that safety is not merely an Integral port of the job, but -the mentis! port of iu This principle it, of course, opposed to the amtideiatioo of mfety as a actuate entity not directly asso ciated with production. It is also opposed to 44 35th National`Safety Congress, 1947 the teaching of only the broad aspects of safety, leaving to the individual the applies' tion of these principles to his daily work. Proven and accepted safe procedures are made applicable to specific . conditions at all mines through a system of Standard Practices, while the search foe safer methods is en couraged in every possible way. Our em ployees' suggestion plan has been a valuable source of safety improvements. Medical examination and tbe direction of personnel to suitable occupations, safe plan ning of operations, supervision, the coopera tion of employees, and the inspection and maintenance of equipment and working places, arc recognized by management for the important part which they take in safe mining. However, no phase of the company's work is held in higher regard than accident prevention education. Mine Accident Prevention Education The goal of mine accident prevention edu cation is the development of miners wbo, not only are tiaioed in and apply safe practices, but who think in terms of safety. It is to ward this goal that our dibits are directed. In order that such efforts may meet with tbe greatest possible success, all forms which will to any degree aid In attaining the objective are encouraged. Induction talks by safety personnel, super vision and employee meetings and confer ences, qualifying examinations for specified jobs, publication of accident report* and ccidmt data, posting of safely inspection re* ports, safety posters and displays, safe prac tice cards and pamphlets, employee sugges tion awards, publications for employees wbiefa indude accident prevention information, mo tion pictures, sole modeh and drawings, safetygrapfa meetings, departmental afety record displays and safety contots with awards for good accident records, are some of tbe forms of education which have assisted our safety program. However, our greatest efforts in recent yeaus have been made in planned safety instruction on-the-job. In both tbe training of new men In school Hopes and in tbe training of miners to work safely at new jobs, tbe supervisor is expected and is assisted to develop not only ability to plan and to lead but also skill in instrttct< ing. Tho Demalopmeoi of Safely Instruction On-fho-Job at INGO Mines To keep pace with expansion of operations due to ibe steady development of new uses for nickel, the company has consistently broadened and increased its work in the safety field, investigating and establishing various new methods of educating its employees in safe practices. The original organization at the mines consisted of general safety commit tees made up of tbe superintendent, top su pervisors and tbe mine safety engineer and workmen's safety committees, each of the latter composed of three iwn. wbo covered the mine weekly on hwpcrrtoo trips. As the sale of onapewy operations in* creased, it was aeon recognized that -the key to' successful accident prevention adoration would be standardization, ta 1931, at Frood Mine, tbe logical and systematic standardiza tion of every step of tbe various phases of mining was started. Since then all mines have assisted in tbe development of the standard Practices, and tbe system has been extended to our sadten and refineries. Tbe original de tailed analysis and study of aO mining opera tions was made by tbe safety engineer and hi* assistants. Each analysis and study as it was completed was then taken before tbe superintendent and tbe mine supervisors for discussion. Each wpcriwr brought his ex perience and intensive study to bear- in draft ing tbe final standard prooalures. which wee daieiy examined by tbe general safety de partment ae Copper dtf to be sure that they complied with tbe spirit a* wefl as tbe letter of tbe Ontario Mining Act. Os completion the Standard Practices were complied into volumes which have since bees used as ref erence books and tent. They are. of coonc. being continually improved as the result of further cxjwrieticr and changes in methods and mining conditions.' Standard Practices continue to' be tbe foundation of Mine amdent prevention rrtnritfon The original procedure for imparting tbe Standard Practices to all employees was to organize dstw either in occupational groups or by departments, depending an tie nature of the material to be reviewed at tbe time. Fite dtecMrion was sponsored by' tbe foremen arias took complete charge of tbe mentog. Such discumfous often aided In discovering valuable acrideot prevention kkn which were incorporated in tbe Standard Practices. Tbe Mining Section 45 meeting* were bdd in safety lecture rooms ducting stine accident prevention education. prepared and equipped for this purpose and seating from 75 to 175 men depending os requirements. Models, blackboard*, samples of tools, etc., were provided. The question and answer method of instruction was largely used, School dope training Is an on-the-job (*) Safety instruction under actual mining conditions is preferable *0 any instruction that may be given is a lecture room, (3) Safety Instruction in order to be com plete should include not only an explana tion and a demonstration of the job by the instructor but an actual performance try-out method of safety Instruction which was de of the job by the employee with such follow veloped czmcnrreoUy with Standard Practice* as a means of introducing new employees to the and training than for the primary of ibcndkr. Tbe school scope ups as are required. At proem tbe application of this experi ence is conducted as foUowt: system k siQ QMd far tbit purpose. It las ito been used as a place of training for cwn qualifying for same skilled stope jobs such 1 as driBer. titabermaa. mope boas and even including shift bom. The "School- it a reg ular producing scope minted toe IB suitabil ity as to location, and normal mining condition*. AS new men. regaidkm of pre vious experience, west work in tbe "ScbooL" In 194s planned safety instruction em-thejub was extended beyond tbe school scope system with the initiation at Creighton Mine of a course of retwtwj for all supervision in which specific directions Cot the continuous. application of tbe principles of safety untrue(bo on-the-job were'laid down. This caning, known a tbe Principle* of Safety, was later {iteii at tbe other mines and was received by management and supervision as a forward Hep ta mine accident prevention education. Safety Instruction lor New Men in the School Stop* As In tbe post, all new employare, regardteas of the previous experience they may have, start to work in the "School." Following tbe principles of safety instruction on-the-job, they are instructed in tbe proper use of simple hand tools such as shovel, bars, rock ham mers and saw. They are also uught tbe gen eral routine of tbe mine, and tbe procedure m case of emergency. In most cases new men become wlfiriemly familiar with our methods and regulations to work under normal super vision within three days. However, even after they have beat aiwigwri to a definite working place their safety training on-the-job con tinues. Their new supemter cherts ou their general knowledge and then instructs them in such new work as they will be called upon to do, as their underground experience de Early in 1914 the company applied to its velop*. aeddeat prevention education program tbe system of safety litjnalno doaOwl in tbe ' Safety Instruction for Miners - - National Safety Gouncd's measly published ' In Naw York "Accident Prevention Manual for Industrial Operations.- Tbe taste dements, min sup* sad key points, together with tbe inttxuetional steps: preparation, presentation, per formance try-out and follow-up are well known at is that key phrase. "If the karner hasn't .teamed, tbe teacher hasn't, taught." This system hat proven to be an effective extension of our existing method of instruc tion. lit tbe pant three years tbe experience of tbe company In tbe' nse of the principles of safety instruction oo-tbe-job has been applied to tbe move effective training of men in such job* as motoiman, switchman, chute puller, and chute blaster and other occupations for which "School- training bad not been adapted. It has also beat applied to tbe training in their -uaigned working places of men learning to be drillers, umbermen. Present System of Safety Instruction On-lbn-Job tlnsbomaa. pillar leaders, and Hope bosses. The manner in which this training is carried out at Frood Mine, for instance, is as follows: The results of all tbe gpgtocc described bu satisfied the company on tbe following point*: FirW--The complete mining operation k broken down into such parts as barring, soling, drilling, blasting, timbering, chute (1) Safety Instruction by trained super* palling, tramming, raise drilling, nipping, vistas is ebe most effective maun "of coo- nope jaqmctton, etc 46 35th National Safety Congress, 1947 Second--A untaihe paining plan on aA of these subjects is prepared by the safety department using (be Standard Practice Teat as reference. Tfaiid-Wne mpcrvwon are then called together, la snail groups of (ton four to six shift bones and foremen, to a working place where the particular subject under discussion has application. Each foreman and shift bon attends one of a number of such nettings on each subject. Using the tentative text, one supervisor anunci the role of trainee and anotha the role of Instructor. The 'iwOut sor" then carries out the safety iaMnxtiea of (he "'trainee-* on the mining operation lor which mstmetioa is being studied. The pro cedure whkfa was followed is then rllicunsd and raiddred by the others at the nesting. When all supervision have had an oppor tunity to take pan In one meeting, tbcsr comments and aitidsra are analysed and a final plan of Inctractien for the operation is After approval by the mine super intendent. a pocket sire Reminder Chid, oa which the eiemrat* of the iMructfoa are printed, is distributed to all supervisory pertooaeL Finally, foremen and shift bones ar range to carry out the inscractioa, along the approved lisa, of all the penouad to whom it any apply. This may be dooe individually or in sauU group* consisting of from three to e(bt ram, depending on the nature of the operaline. Safety Instruction Ou-the-fob Damanstuition* When ipsCTuxJoa In any particular part of the mining operations Is carried out before small groups, the procedure followed is usual ly itfaial to as a safety dawMtsdm. A suitable location a selected and prepared, with the required tools and equipment laid out ouler normal conditions. The group then called together according to a prated ithwhle, usually just after the lunch period. Tbe shift boss or foreman tjben carries not the Satnidioa of oae membra* of the group, who. whether experimred or one. is enwidered to be for the purpose of the fct- strecdoa. s "new ma." OuadoniTTy the suprxvisor way ask one at tbe rare, mmtily a swb-bem. to periusm the dasontadoB. la aay ox the weU known steps of prqnmion, praescuka, periona- ante try-out and foDow-vp are followed. Com* nseos and eklfin bvw the group is cwoowr. aged and a lively Intorak as niintslfiod . Safety insmiaiou on-the-job denosmn- turns for small groups, have beat found to extend the scope of the iartroctiaa, since they present an opponmky far all miners, espe cially soh-t?ones, to become fswKhsr with iu principles so that they in turn vnB apply them correctly In continuing the safety inuruakm of ach men as are raipnl to their charge. Tbe importance at this feature may he realited when we consider that at Frood alone there are several fosudred wb-bma such as pillar Iraim, nape hnrara. oammm bosses and level bants. All asm receive a copy of the Reminder Card Hollowing tfefr fmtnic* . tfoe. Tbe operation covered, tbe iiwcnKtor. the workmen atreading and the date are re corded. Each workman Is scheduled to attend one balf.hour safety itrraoraimtrm each For some of the nine oonpatioca! dm'ficatioav the miner's training is net craaridend adequate mull ho has mrmsfaTTy ptaoi a qualifying cxnaitaiioc set by the'Safety D^attamnt. This examination may be writ, tea or oral, depending on the oeoapatioo. The following it a sample Reminder Card, printed on *# x 4* card: The International Nicked .Company of Canada Limited Reminder Card Number Four RARJUNC * Some of tbe accidents from barring, occur in the following ways: a. Cad of bar jested oat of maat tends and Miking him < the jaw-Rrokea jaw and broken teeth. h. Mas barring, failed to drop bar and hi* hand was squeezed between auwthcr Hint or a pose, or some other material--Broken finger*. Amputated fingers, e. Poor tooting while barring, or juabing bar. or hihne to provide dear space be hind. Workmen nay fail on any pan of hb body and suffer broken banes or on. d. lien hairing two diiotnt object* dew together. Flying bar may soft* ay part of body. e. Not keeping fact la tbe dear when bar ring, or not using proper lupth of bar-- 1 > frw. t FiHwc to bar. Rolling with the hands--Amputated and broken hands and huger*. Mining Section 47 g. lifting oa bar with bade muscles iivwrsd of leg ausdq--Strained back. SAFE BARRING PRACTICE 1. Chock working area. Above. Bcfow. Ba ade. Ahead. Behind. . Bar. Proper length of pipe. Five feet 00 grizzky. Seven feet whim barring above Up leaL Straighten as often aa It be comes bent. j. Hare good footing. Don't stand codtried by chunk* or other material. Check grinicy if you are to bar on pinky.' 4. Check material or chunk, or equipment you are geiof to bar. b It going to hold together? If a **, arc there aay missed hates u* It? Mato ware you will be able to etotnl both the bar and the material to be barred. If not. get help. 4. Two or more auea should not work on dtlenrn jobs rinse together, psnkahily if barring. t Control the bar. abn control your topee. If yaw "lose your bead" you aaay lose mww teeth. Arrange to puli or lift on the bar. Avoid pushing or pressing dsn asnackuponfrlb' 7. Never bur a ebook through a "bootleg" A Avoid basting one chunk over another chunk. Bar chunks down from the minog low if high se audt pile, or use Inogpipe. 9. When barring large chunks at the Coe eff tbe mnrk pile watch foe ssttkmcvw at the pile and be ready to drop the bur and jwaap back. iu the a proper length of muck book where poAh ti. Never be afraid to drop the bur and jump dear. it. Bar chunks safely. Neva: roll them with your hand*. Lift with your kgs. not with your back. Conclusion h 1941 the John T. Ryaa Trophies were Bisk pretested to the Canadian Institute of Mining and Metallurgy by the Mine Safety Appliance* Companies for annual competi tion among Canadian metal and coal mines, with a separate section for each. Tbe awards are based oa the frequency of aeddexus per thousand mexa employed at any one mine. An strident Is considered, for the purposes of dm award, to be ooe la which the injured person bas to be off work tor more than six days because of his Injury. Three hundred manshift* are considered equivalent to one maa-yatr of employment. Since 1941 aa ZNCo Mae hat always won a petition In tbe Meul Section of the Dominion-wide Award, noc lower than ged price. In 1944 our Flood Mine woo and place, standing highat Is the Province of Ontario, fa 1945 our Gatson Mine won ut price and in 194S our Lend Mine won ist price. Creighton Mine has won sod place throe times In the post-six years. Fur thermore. the average strident frequency for the past three yearn at our Freud, Creighton, fiwws. Lend and Murray Mines has been rays aoridrtm pv thousand employes per yw as tmupaml with ilei for the three pre vious years, ifftntniiig a reduction of al ma* JQ%, Tbme facta show, we believe, that the efforts apeM la developing mfecy instruc tion oo-dc-job bare been highly beneficial in msinuitriug the downward trend of mine asrideat rating!. 'f f t < 5 SF' L SjfomMkwiUmb 35TH NATIONAL SAFETY CONGRESS VOLUME XVII PULP AND PAPER SECTION iATIONAL SAFETY COUNCIL, INC. !0 NO. WACKER DRIVE * CHICAGO 6, ILL. Foreword rpHE Transactionsof the '35th National Safety Congress and Exposition of the National Safety Council are pub lished in 29 volumes. Volume I includes the Annual Meeting; Banquet. Women's Activities, Index to aU volumes and Last of Exhibitors. Volume II contains the ASSE Session and the Industrial Subject Sessions. Volume XXIX contains die Early Morning Sessions, "Psychology You Can Use." Each of the other volumes is devoted to tbe sessions of- a single section or division of die Council. , Tbe transactions are a record of the proceedings of the Congress, condensed edited for reference purposes. The complete original manuscripts, many of which contain charts and illustrations which could not be reproduced here, are available in the filet of the National Safety Council. The National Safety Council seeks to eliminate from dis cussion matters not pertinent to tire aims of the Council. However, it cannot accept responsibility for the views ex pressed at the Congress or in this record. It is expected that the new format of these Transactions will permit wider and more effective use of the material re lating to various fields of safety. At the same time, the whole set provides a complete and indexed reference work on all phases of accident prevention. TBS HATtOHAL SAFETY COUNCIL 20 North Wcaclcwr Drive Chicago 6. BL imiuuxt.*. 3 35th National Safety Congress Transaction* VoL Animal Hufing, Banqact Wooho'b JUStUm, hte to aS Yahmum and EaiiHiifcw.....................................* 1 JbBMdom Soctotr of SaMy Enqinnaaa and 3aU*ct SiwIbbi. ft Aircraft Miimfcn lining Socfloc.................................................... . 3 Air twupcrt ffnrflnrt................................... 4 Jlntauaftwi god Wnehlm Shop Sarttec................................................5 Cootoot nd Qaasrr Soeten....................... ft QtomlccdSwftn ......................................................................... 7 Coal Mhteg Socten........................................................... ...............ft rmiiwrfhl otecto Sncto................ ft Cotoradoa Soctea.......................................................... PRICES or EXTRA CORES OF INDIVIDUAL VOLUMES vouna <i7f. TO MEMBERS. tt*fput tele copies too la ffjcopies temerwtere Ldi Uwi 14 jott. 1 .if cm. ' | -j$* $ jil 4 tft 4< piga JJ " 40 " 4 " J* " 40 to 9* Pse- orer 96 page*-- ' -9*" -* " -4} " -J " to* 4* ** 44 * Complete t of Tnnadin^ (if votumq)-tS4m NON-UEMBEIt prica iic dmibk mwibw prices. Pulp and Paper Section Executor* Committee 1347-1948 York. N. y. * inmnwc Pttx-Chmirman 4r Membership Committer Ckobman--R. W. CROUOffX. Safety OfSeer. Minnesota and Ontario Paper Company, iQ&ernatiooal TaBi, Misnotoa towtoy jr ftognm Cl4ntiua~r,EOKAE W. 8AXMX. Safety Director, The Mead Corpora tion, ChltUcothe. Ohio ,V Letter JEditor--D. J. EWLTf, JlL, Safety Director. KitteuI Ceoaioer Coro. vfBcv Florida iwtfrrtrii*-HtO? W. BRAUN, Vice President mad Chief Engineer, Employer* Mutual la* nuance Company, Waouu, Wisconsin Regiomei Membership Representatives--Kast--JAMES A MeGtVNEY, Safety Director, Rt--ra ft--pny, Berlin. New Hmpdun; Soum--C. 1- R. DOUGHERTY, AMutant Manager, 10 ladatthi Kthtfaw. Union Bag and Pqxr Corporation. Savannah, Georgia; GaZAT Uuao~'WALTKt E. STRONG. Employee fcniat Muager, Marathon Corporation, River Street. Mamba. Wbcomia; WOT--ERNEST BUTCHER, Safety Engineer. pioneer Diri- skm, The fliiukoce Company, JLos Angela, California; Cmcum--`"DOUGLAS B. CHANT, Seaetary-Enfiieer. The Oitfario Palp and Paper Makers Safety Awodathm, Toronto, fbnrift Can. Haobh C--earitfer-CaAnutAN: DR. JAMES D. STARR, Medical Director, ffammcnmll Paper Caopay, 1dm Pennsylvania; DR. PAUL A BREBM, Sapcrriaor. todnsoial Hygita* Unit, Same Board oC Health. Madison. WUrootin; R, p. PENNING*. Personnel Director, ?tw--at Cwulntr Corporation of YTmnyntin. Tn--ifiiwk, Wisconsin; C. A BEACH, Health fc Safety Engineer, Federal Sanitation Company, Milwaukee, Wbcoosin Corniest Co--wilt r Cnagwuw: A SCOTT DOWD, Picrideot. Frit* Publication*. lot, Chi- eaafK Hhk W. A CAHILL, Pervoaod Director, NdfloB'Edtanit Paper Company. Pm IfaDh, Vliicmas; BENJAMIN O. ROGERS, Director of Personnel. Bird te Son, mam rap ana Paper Company, Ltd, Itnon, Ontario. Can, Coa--ater-CiArvwj<: A H. OWENS, Safety Congillaot, Brunswick Pul] * Gamjmay, Bromwich, Georgia; LAURENT GIRARD, Woods Penocne c. flmnWirril Papa* Gap, UtL, GrandMere. P.Q, Canada: SETH JACK or <Mker. U. S. ftrat Savim Washington, o. CL: ARTHUR NIXSON ___jtr. The Elimkote Company, Meridian, Mlariwippi It fm--iVTrif r-Wfimnn PRED T. MORR15H. Safety Supervimr, The Ontario ----am Pnlp mod Papa Company. Ltd. Port Frances, Ontario, J. E ClffllR Safety Dtreaar (Woodlands}, Qoebec-Nortb Shore Papa Company, Bai ' Omna. P42* Canada: JAMES M. IOUR, Safety Engineer, Denoacoea Paper Com jpamy. IT--minm FjQ. Canada; C. E. TYLER, Pmonncl Director, Sc. Regis Pape Ratp MemjmJmriac Mubn-Orrami Cwarmy. C. J. UUNL Safety Engineer. iUopiette River Papa Company, Poorlam. New York PtMmi-- Committee CmniUir R. CHAPMAN, Ottoman, MID Aeddeat Prevcntfoo Cn--mitn r, Howard Smith Papa Mitts. Ud, Cornwall, Ontario, Canada;'A S. COOX, Manager, Quebec Palp It Paper Safety Amodirioo, Qadxt, Canada; JULIUS A DRAPER, Director of Safety. C--olidand.hpcr Cagwadw, tad,. Gmnd*Meze, P,Q, ra--b; CYRIL D. McCAN, Assistant Safety Eo^ocer, Cn--ett Paper Milk, Cnaaaete, 6 35th National Saftty Congress, 1947 Visual Aids CommitU*--Cbajuum: C, C. MAC PIKE, bcty Diiotor, Florida Pulp and Paper Coopauf, Cantonment, Florida; THOMAS FURNESS, Safety Director, Chare- pioo Papa- Sc Fibre Company, Canton, North Carolina; HOWARD ft- GAYLORD, Personnel Director, North Carolina palp Company, Plymouth, North Carolina: GEORGE S. NELSON, and Safety Manager, Consolidated Water Power and Paper Company, Wisconsin Rapids. Wisconsin Paper Manufacturing Dtvuion--Dvrmott Coabiun; EL B. GOODRICH, ignnwan<^ and Safety Engineer, Strathmore Paper Company, West Springfield. Massachusetts Publications Committee--Ckadusa.**: C, RUSSELL LEONHARD, Director of Safety, Pater son Parchment Paper Company, Bristol, Pennsylvania; ARTHUR CARLE, Safety Director, The Northwest Paper Company, Coquet. Minn.? R V, JOHNSON, Safety Director, Kimberly-Clark Corporation, Neenah, Wisconsin; EDWARD LUM, Safety Director, Beckett Paper Company, Bunibse. Ohio; H. E. NEWBURY, Safety Director, ** Paper Corporation, Pisgah Fcrat, North Carolina Visual Aids Committee--CHAatMAN: GEORGE H, PEARCE, MSI Safety Officer, Bathurst. New Brunswick, Canada; STANLEY C. BROWN, Safety Director, The Ontario Paper Co, Ltd, Thorold, Ontario, Canada; T. JACKSON ENGLISH. Safety Director, Klerkhefet Container Corporation, Delair, New Jersey; ft. J, McCLOSKY. Personnel Director, Hobexg Papo Mills, Green Bay, Wis. Paper Products Crouton--Diyisom Cbuuum: EL H. ADERHOLD, Pereoonri Superriior, Marathon Corporation, Sheridan Rd, Menominee. Michigan Publications Gammitlee-CmxnasAM W. H. McL^UGHLIN, Director of Safety and Sani tation. Lily-Tulip Cup Corporation, College Point. Long bland. New York; G. J. BEENVENU, General Superintendent. Caylord Container Carp, Container Division. Bogaltm. Louisiana; W. D. McGUINNESS. Assistant Insurance Manager, The Flintluxe Co, New York, N, Y-; CHARLES WEED, Assistant Safety Director. Michigan Carton Company. Battle Creek, Michigan rinui Aids Committee--Ckawcam: JAKES ft- SULLIVAN. Safety Director, Container Corporation of America. Chicago. Illinois; JOHN W. MEINHARDT, Director of Safety. Gaylord Container Corporation. Sc Louis, MTnuri; A. J. BASILS, Safety Dtrec- tor. The Lawrence Paper Company, Foot of New Hamrehire Street, Lawrence. Rasss-, VINCENT P. COULON, Safety Director, The Sealright Company, lac, Fulton, New York PM General Chainvm-GEORGE J. ADAMS. international Paper Co, Gleea Falls. N. Y.; ROBERT M. ALTMAN, Manuhon Coip, Rothschild, WIs4 J- FRED BERRY, Alton Bo* Board Co, Alton. Wiooo; CLAYTON O. BRAAT, . U hamburger St Col. Newark. N- J4 KENNETH L. FAiST. The Champion Paper k Fibre Co, HamUtoo, Ohio: WALTER A. GLEASON, Haounermill Paper Co, Erie F04 E. E. GRANT, The Crystal Time Co, Middletown, Ohio; M. G. HOYMAN. Kimberly-Clark Corp, Neenah, Wh.: E. A. PAGE. Kimberly-Clark Cprp, Neenah. Wbcoorin; G. W. PHILLIPS, The Champion Paper k Fibre Co, Canton, N. C,* J. J. PLZAK. CnmnKtfaied Water Power It Paper Co, Wtscousia Rapids, WiS4 SAMUEL PRUYN. Finch. Pxuyn k Co, tnc, Glens Falls. N. V/, ROLAND W. RICHARDSON, The Gstdocr-IUdanim CO, Lockland. Ohio; 5. F, SKAT- TUCK. Kimberly-Clark Corp. (retired}, Neenah. Wisconsin: I- K. SIMPSON, The Blown paper Mm Col. Inc, Monitxv GEORGE E. WILLIAMSON, Strathmore Paper Co. West Springfield. Mas*. Stag Repraentatwe--%. P. MARCONI, National Safety Council. Chicago. UL pait Genaal Chairman Pulp and Paper Section MONDAY AFTERNOON SESSION October 6. 1947 Presiding. E. A- PAGE. Superintendent of Personnel, Kimberly-Clark Corporation 7 9^viffivr ol the 1946-47 Paper and Pulp Accident Experience By FRED W. BRAUN Vic* Frsniclont and Cblti Engineer, The Eaploym MtxlualB The frequency -and semity met fee all companies reporting their experience to the National Safety Council for the year *946 were **-*7 and t&$. respectively. These aia were bated on the report* of jSt separate - lablishtaots operating more than 4oo,oooao man-houn timing the year. Aitfesugh the Creqnatcy rate sa somewhat higher than the rate in 1945. a teooparisoo of the experience of fret them rnsnyirisa which reported In both yearn revealed a a per oast decrease. In other words, the slightly higher industry rate resulted from the inrhision of some additional reporting units with higher met- Regarding the severity or on the basts of just those companies which reported both 1945 and 194R the me ia the tauter year Is x per cent higher. These pe wantage changes of -* per emit in frequency and -- per rent In severity compare with no in the rates for all iadmuks combined. * Of 90 major Jadraics for whldt injury rates were ntrapilcid In 1946. the rate of x-xy for the paper and pnlp industry ranked goth. The nmiy rate of tAy ranked tyth Both rate* were wff above the averages for all Industries tamhmwl of 14.16 for frequency sod- ia! for meity. Fata) injuries occurred at a rate 9 per cent higher ia !94$ than tat the previous year and the increased time charges which resulted more than oC-set decreases in the severity rates of the other two types in Injuries, rise penuotst partial injuries and temporary total injuries. The tower frequency rate foe the industry resulted entirely from a decrease In the frequency of tonpoary total injuries. The frequency of permanent partial injuries remained unchanged during the year, but a lower severity rate for this type of injury in dicates that these permanent partial injuries which did occur were lew serious than those in the previous year. la 1946, small plants, on the average, had frequency rates more than double these of medium used or Urge plants- The average rate for small plant* was 5094 while plant* of medium sue had an average rate of *446 and large plants a rate of xinS. Small plants, however, had' an average severity rate lower than those of the other two sited group*, in dicating that, in general, the Injuries which did occur in small plants were tern serious than those pfenning in large plants or plants of medium she. After declining somewhat from the high war-time rates, both injury Indexer leveled off In 1946. The frequency rate index has shown slight decreases during the post three yean and la ipfS was at a point about midway between the low of 1939 and the high of 1945. The severity rate index in 1^46 was slightly higher than in the preceding year but lower than ia all other previous years since igj8< In 1946, the frequency and se verity rate indexes were 11 per cent sod 18 per cent below the 1943 indexes, although they were *j per cent and gi per cent higher than the low rates which were obtained put prior to the war. The net reductions in both itxton since 1930 have been gS per cent 36 per cent, respectively, for frequency and severity compared with reductions of 53 per cmc and 46 per cent for all industries com bined, Ia 1946 the average time charge Dor each disabling injury was 7$ days; this Includes actual days lost for temporary total disabilities as well as time charged for permanent partial injury and fatalities. The average of 7s days for the paper sod palp industry compares with an average of 90 days for all industries combined, an average of 15 days for the meat packing industry, and an average of *69 days for the cement Industry. The avenge number of days lost for each temporary total injury was to; this figure is based cm actual days km and docs not in dude any time charge*. For Ml industries combined, the average was xx days. Regard ing permanent partial injuries, the average time charges per case Car the paper and pulp 8 35th National Safety Congress, 1947 industry was 497 dayt-ilijhily higher than the average of 455 for all industries combined. The following information was taken from a report of injuria in the Paper and Print* ing Industry prepared by the stale of Pout* sylvaaia, sad coven lou>tliiw injuries occurring- in that stale during 1944. There were 9 fatal injuries reported and in hue of these, ai well as in *401 of the *** ooufatal injuries some wuluniai re* ntohl defect was indicated. Hazardous amafeDeat or procedure in or amend the agency of the injury was a contributing atm m Soar of the fatal accidents and In 144* of the noc-fatal accidents. Za 93 per cent of the ones, anefe layout of trafac or ptoewt tiymthei was in* dialed, and hi 6 per cere of the cases, the procesa itself was bliowri to be unsafe. Defective agendas were biBotad in Oil casts. In 5>i of there the defect u a slippery condition, and In tto the agency was sharp edged. Rough cncriitinn of the agency can* tributed to 40 Injuries, and In so the agencies were decayed, yon or aaefad. la 35 Injuria unsafe dns or apparel was a contributing factor, failure to provide goggtm and poorly designed goggles being mentioned la *0 cases. A contributing factor la fire of the fatal and *.596 of the noo-fatal acodena w an unsafe act oq the part of the worker. Of tk total. aU five of the fatal* and 1.131 at the non-foul injuria resulted from oitT-fomfiag. overcrowding, or otherwise poorly auauf tog materials. Using defective tools and ant tools unsafely were nwaiceel as the unsafe acts in fix* cases. Of this total 39a were charged to uonte use. or to are of tools lot a purpose other chan that far which they were intended, la sS asm, the Mb were defective. Gripping objects iamndy, caking wrong hold of objects, and lifting with bent back or while id an awkward poaitiow canard in juries to 451 worker*. Rftwliug on Moving or dangeroos machinery and agarycncni it. salted in 61 injuries; la 39 of these; workers were rivalling, oiling or adjmtiag machinery in motion. aod is nine amt, work was befog done- on equipment winmiahig dangerous chemical substances. TUESDAY AFTERNOON SESSION October ?. 1947 Prniding: H. H AOERHOLD, Safety Director, Marathon Corporation Hftuxrds Related to Paper Fhihhlnq Operatkms By WILLIAM C. BERTHOLD Amtotanl Finishing Department The Mead Corporatkm In spoking of hazards related to paper finishing operations, we trill divide (be oper ations into fire groups, disetming the bazsrd* of each group separately. We will amodcr the finishing operatiom as that phase which has to do with the procowlng of paper hum the time it leaves the paper machine until it is ready far sbiporent and divide the opera tion into five groups. mreJy; super-calen dering. rewinding, rotary cutting, sorting. trimming and packing operations. A surrey of 130 low-time and medical ex* pense cases occurring in the finishing opens- lions of our phot over a *>ye*r period showed that; Thirty-seven cases. per rent of the accidents, happened is calendering opera- tuns. Thirty-five caret. 164 per oast of the accidents, happened in rewinding opera tions- Twenty-four cases, ift-3 per cent of the accidents, happened in cutting opera tions- Thirty-four mass, xfii per cent oi the accidents, happened in sotting, trim ming and packing operation*. This indicates that the hazards involved were general and were no< limited to any particular finishing group* Of alt the hazards encountered in calendering operations, perhaps the bmly nip between the etlroder rolls is the meat dan gerous. The operator and helper both must thread paper into (he nip on each roll run and while tbh is a common practice and an everyday job. it must be performed with Pulp and Paper Section 9 peat care. One moment of inattention may mean the low of a finger or hand. A gaud should be used to cover the nip while the calender is in operation, and can be amde ckber stationary or removable: The removable guard is ibe most practical because K tan be adjusted to fit the nip as the of the composition rolls changes. Where atp out or blow rolls are used they should he spaced properly so that the opera tor has nfcknt room to troth, A threading speed of 40 to 50 feet per minute Is con sidered to be the most practical bom a tafety and operating standpoint bemuse it girts the operator suffdent time to thread the calender properly. rfL^>,far platforms and steps -- often tbe source of injitris through hlb^boold bare proper guard rails attached and walk sur face* should be free of oQ and grease. They should be made of good material and should be wide enough to permit tree movement of the operator or feripeT. Men working on super-calenders should net wear loose dufcjny, or go about tbe job with rags banging loose bwo their pockets. Wearing jewelry 00 the job should be dis couraged. Shafts used in loading calender rolls should be made of light weight material, yet strong enough to support the weight of tbe roll without breaking or snapping oK on tbe bearing end. A considerable number of In juries have been caused by shaft* falling or dropping on employes* feet. The use of a shaft dolly while loading and unloading will minimize this conditkm. If a calender is leaded mechanically from a crane, the cable* should be inspected frequently and changed when oecossary to prevent breaking under load. If roll wagoes are used in. moving stock to and from the calender, they should be property constructed and proper type blocks should be used to minimize the hazard caused from (ailing rolb. ( should tike to say, in concluding my mautt on calendering hazards, that suffi cient working spate, good housekeeping, proper instructions to employees and prop erty ma/nninM calendering equipment trill wir**** the hazards connected with calen dering operations. The hazard* encountered in rewinding operations are somewhat similar to those meafiOMd w the calendering operation*, tn tbe mdcra (vrodruna type rewtixfers, w* wwj uju injuries aave oeefl mused by employees getting their hands and anas ought between the roll and the drum. With a hasted of this nature ever present it is not only mxxmxry but essential that a proper type guard be provided and that it be kept hi place when the winder is in operation. The placing and tightening of cores on tbe rewindcr shaft h to a certain extent hazardous but tbit condition can be eliminat ed by the me of proper type coeul stands. When tbe loading of shaft and cores into the winder borings is done by band, tiding should be dome by the operator and helper. A sex of hooks attached to the winder can be used 10 facilitate handling the shaft into the bearings, tints relieving tbe operator arid helper of an excessive amount of strenuous lifting. Wearing tome clothing and jewelry should be discouraged among employres working on mriodot, aod safety shoes should be a part of their wearing apparel. When cranes are used 10 lead and unload (be rewiaden, frequent inspections of the cables should be node to prevent breaking under kad. If chain falh are used, frequent inspection should be made of that part of tbe chain which is is constant use. Roll wagons used for moving stock to and from the rewuNfcrs should be kept in good condition and proper blocks should be used to prevent rolb from falling of the wagon while in transit. The hazards involved in rotary cutting operation* are for the most part similar to three encountered in tbe calendering and rewinding operations and are found mostly in loading and tinloading tire back-stands. Here again It is necessary to keep crane cables and chain hlb in proper condition so that cootinuoas heavy loads cm be handled without hazard. Guarding of expansion pulleys and other moving pans is necessary to prevent operaton from coming into contact with them in tbe normal course of (heir work. Roll shafts should be kept in good condi tion to prevent breaking under load. Skid* used in the cutting operation* should be of the proper rise and should be kept in good repair.- Due to the nature of the work Involved in cutting operations, all employee* should be encouraged to wear safety shoes. 10 35th National Safety Congress, 1947 Here again jewelry and kmc doabing should not be worn. SuSdent working space should be pro vided In cutter operation* wherever pomfblc. The hazards involved in Lbc soctiog opentions are of a minor eatnn and ran be kept under control by the use of props handling equipment. Correct sparing of material in the working 'area, and the proper uae of nocage space will nintwiw the hazards. Paper arts on the hands arc the moat ffequeen hazard and thae need cause no concern if cnpbyea will get fim-aid immediately. The hazards in trimming and pwt<n op erations can be kept at a mtnlmnm by the use of proper handling equipment and by providing su&dent work space Cor employes. `Zl# trimmer prm undoubtedly it a haz ardous piece of equipment, yet, with proper instructions to the operators, and with proper guarding of tbe rotating parts, the press can be operated safely. Perhaps the hazard with which we are most concerned in packing operations involv ing roll, case, skid, carton, bundle, boles, and framer is the lack of suSdent space to han dle peak loads. We cannot always anticipate customer requirements and changes mid a* a result, we find roll packing operations over, loaded at one period, and sheet operations owiookd at another poind. It is almost impassible to strike a pvya balance far any length of time and often it necewary to employees from one rp*ri>^" to another is order to reduce the peak load in one- particular place. The shifting of employees bom one job to another and fra ooe dqaitnwt to an other naturally constitutes a Irani It it advhaMe for supervisee* and fost-mmi to re mind their qnpioym when they move from one job to another about tbe dangers inrained in their new work. Owaiik table psogitss ho* been made in incut yean in the paper Industry in han dling equipment. The nsc of power lift trucks, towing equipment, and power lending equip ment the job easier; however, they often acute new hazard*. All enpioym operating poster equipment should be in structed in the hazards involved and shooId be required to operate tbe equipment in such a manner as so protect themselves as well as aches in the department. Selected Problems in Paper Products Manukrcturino (A Symposium) E>iscmsian Leader. H. H. AcnUMUi, Pesonnd Supavisor. Marathon Corporation Bo? Manufacturing-Hazards. Cuirass Kzxr, Safety EngloMr, .Ttuiniany Pulp It Paper Company Waxing Lamination Hazards. Roaaur D. Caznx. Superintendent, Wax and Parchment Production, Kalamazoo Vege table Parchment Co. Asphalting Hazards. Fjul C. Woomcam, Safety Engineer, Tbe Ruberoid Company Carton Manufacturing Hazards. John Knim, Superintends*. Caxtob Mantifacturing, Marathon Corporation Bag Mamifacturi- Hazard* MR. KEMP: In the manufacture of lap we do have ever present bawds ***** must be recognized to insure the safety of the suite. la this article Z am going to describe safe practice at Ttutanay. First let ns consider the ps*lpi hazard* involved. Workers may be erngh* b esterml moving para of machinery. Operator* or ad justers are nibject to the hiniib of tbe in ternal snoring port* of mtkhoy sad the chance of bring strode by tbe striker bar when uwewtprtng to adjust or --*<*> the machine when it it running. OOtra are sub ject to moving machine put baards. There are hazards In the of material, rolls, bale*, etc., and traffic hazards In the use of electric truth*, hand crudes, dollies, and skid*. ODy or nnkept floes* subject the worker Pulp and Paper Section 11 u> slipping and tripping hazards. Fire ft a cmsttnl hazard and may break out around machinery, solvent area* odd broke carriers. Machine guarding Is vitally important in the nitty program. All machines most be carefully inspected and guarded. New ma chinery nearly always needs some guarding. AH capowil gear*, belts, pulley*, and other moving parts should be guarded. Rovy mesh guards should mdcoe the striker bars oo the top arc of travcL Shafting is protected by carings entirely endating the shaft, or by a trough on the top. aide or bottom as equipment. Danger tag* shall ako be placed on all valves, lew*, defective equipment, etc* when their operation or ate may cause injury to employera or damage to goods or equipment. (b) Danger tags mum be signed and futeaed wsicly by the party using them and must be removed only by him when the equipment is ready for use. No em ployee is permitted to attach a danger tag with the name of another employee on it. He must us* his own tog, so It is readily known who to contact in case of necessity. needed. i*he projecting ends of all shafts, bearings or hubs should be sleeved or guarded (c) Danger tags must be carried by all foremen. mAim opmtos, sod mainte with a non-rotating ay. AS open hand wfcedt should be disked. Extension oil ap plicator* should be used where possible. Penma) protective equipment ta a "must.'' nance am in their pockets, tool boxes, or other convenient pises. but must not be indhcriminatdy left lying around when not in use. Loose or improper clothing. flowing tic*, rinjp, bracelets. wxuc watches, and necklace* are not worn. Protective equipment must be worn when special hazards require, such fd) Padlocks bare been supplied to fore-, men la deportments and to maintenance men who regularly service and repair equip- aam In rid case* involving the shutting as amrics, hair owing rubber gloves, safety shoes, goggles, etc. Delivery end of tbe ma chine should be of such a height at co pre down of electrics] equipment for repair*, adjustments, painting, ctcu, the safety switches must be locked is tbe open posi sent strata to take-of girls. Under-foot mat ting should be provided to prevent leg and batik fatigue. Operators ore provided with mScty knives far cutting openthm. Cau should always be nude away from the body. tion by die employer resporafltie for the work hi addition to pbcfog his danger tag. if there are no oebra tags on the equip ment the lode and tag most be removed diai the work Is completed and tbe equip Locker room faculties must be provided far ment is OX. to start. pcracmal health and dcontlncml *. Guards on machine* -should never be la the housekeeping department racks ate provided for core shaft*, cores, bars, pipes, paih. and former*. Proper receptacles are pro- tided Cor waste paper and bottles. Spillage motived nsdd ivy condition*, unles the machine is being repaired or not in op eration. Guards taken off must be replaced before starting machines. Whemreer changes ot paste, oB and Inks should be minimized through okM handling and aS spills should be wiped up ax owe. AH materials such- as bale*, relit, etc. should be carefully racked and blocked- Aisles should be dearly marked on machines or equipment are neosary, hiefa create dangerous conditions, either adequate temporary or permanent, guards mast be provided before the equipment I* operated. and kept free of paper, trucks, and other Only operator*, adjuster*, or service men material. Equipment should not be left stand should more rolls or load the machine. Ma ing in tbe ahltfi. chine girit'are not to do this work. Hoist* Operating rules provide that except where specifically provided for by his foreman, no employee Is permitted to repair, oil, or ad just raaehlnray, or equipment while it fas in motion. Safety rales given to all employees are a* follow*: i. (a) Dangpr 1*9 sum be placed oo all safety switches and starting buttons when the starting of such equipment might cause injury to employera or damage to goods or and blocks are provided and should be used as nccenary. Hands should be placed away from the pinch point when putting a abaft In tbe bearing. Shaft* should be of suSdent length to' prevent bonds coming near the bearing, ftkick aB rolls to prevent rafting. Paste line valve* should be oicked grad ually oa lines to prevent sodden out-giubing of paste oa woskers. Iwpcctfou of paste line* shouldbe made to petvent rapture. Material handler* and truck operator* should me cau- 12 35th National Safety Congress, 1947 tion in moving about the plant. Guard mils should be provided where worker* are in the area adjacent to the storage area. Inspection, lubrication and maintenance of all trucks (power--band) should be on a schedule. Op department's frequency rate was about 40 per cent higher on those accidents common to the entire plant. This appear* u> result bom the unusual 'conditions involved in this process. erator* of power driven trucks ate personally The total accidents occurring in our wax responsible tor operating cfiricntly and safely, department during tbe 10-year period fall but pedestrians should be alert to the tzaJBc into nine general dawiStations: hazards present In areas where tracks are in dumber Per Cent use. Under general safe practices wboe ma chines are in constant use. daily inspections arc made by department men and monthly inspection is made by the safety committee. Regular fire Inspection is dude by the Plant fire Qiirf. Doily inspection t* ptade of all hoist*, bout tables and hooks, demon and elevator gates, and rope slings. Adjustment and repair is covered under paragraph "t" cm operating rules. General matntrninrff and Boor conditions should be taken care of as they appear. Worker* are cantiooed not to sit on roll*, boles, skids, or bag boxes. All bridging used between can and platforms or trucks and platforms must be securely fastened. Safety spirit and cooperation help make the safety movement at Thilmany nicomtul. We want our employees to enjoy their work. Safety is a vita) part of it and is nothing more >*n the use of common sense and consideration of themselves and other*. Struck by falling objects Caught between two objects Struck against Struck by moving objects Slipped, causing strain Slipped and Ml Slipped, dropped object Lifting, causing strain Miscellaneous 59 5* 4* to S *7 8 *S *7 M *0 7 4 9 7 S 9 7 *50 too You wiU note that *4 per cent of all aaddents occurring is this department involved Exiling' objects. It is partkalariy significant that 80 pci cent of tbtae revolted in injuries to the tees or toes. Although we have sold mfety shoes to employees at cod tot the last fifteen years, this spring we launched a cam paign to encourage greater use of than. Wc conducted demoiwtrations of the protection afforded by the shoes, asd na pictures in oar plant pabHation graphically showing how the shorn held up when dark Tractor* Wccring and Lamination r-.zards; bad been deliberately driven over .the toe*. In spite of the repeated "realistic prop MR. CAINE: One way of improving tbe accident experience in waxing departments would be to mate it compulsory for each waxing supervisor to participate in a,discus sion. the preparation for which would re quire a study of the true facts. We analysed tbe accident history' of the pods.9 to date only so per cent of our em ployees wear safety shoes. Tbe next three groups in order at impor tance percentage-wise are "ought between two objects," "Struck apuM." and "and by swinging object*." They tool 41 per cent and deal, in a very great majority of the wax production department over a period of ten year*--1957 through 1946. This de partment regularly employ* approximately 180 men wbo work on a Uvee-?hift basis, 24 bouo per day. Most of the equipment and materials handled are heavy. Tbe production area is rather congested because of its ex pansion in recent yean and the addition sA overhead paper handling equipment. improper use of smut types of miTtriiii- tundUuj equipment, sack m: lungs n on tracks, hand tracks, am* tacks, esc. A very small number of these injuries originate n exclusively wning < per osnt i w" You will l already idmtj m that tte'itueial 1 We found that the type of accidents oc curring in waxing operations parallel, to a large extent, those experienced in tbe plant as a whole; j per cent being fa this category as against 7 per cent peculiar to waxing and laminating. We did find, however, that the Palp and Paper Section 13 enable then to develop safe work habits. An degree bums of the bands, arms, back, important part erf this procedure, however, stomach, and head early today when a is periodic foOow-up to see that tbe habits - brfeket of hot asphalt, which he was hoisting are forming. to the roof, spilled over him. While he was t would like to combine the next four clas- hoisting the bucket, a sudden gust of wind situating* became 1 feel they are closely res swung it against his head, knocking him Uteri: "Slipped, causing strain; Slipped and . down and dumping the contents of hot as {dl: Slipped and dropped object; and Lift phalt over him. ing, causing strain/* These types constitute it per cent of our total injuria, and point You may draw year own conclusions as to the cause and correction of this serious up the Importance of good housekeeping as accident. It dcarif indicate* bow a simple regards wax and oil ou tbe floor and equip ment and, again, the absolute necessity of operation, when done tbe wrong way, can bring about terrible saSering and pain and, proper instruction in safe work methods in possibly death. lifting and trucking. Yean ago see used a paper cone, made out This indiata, too, that precautionary of dry felt, to carry hot asphalt to the point maintenance and inspection of this equip where it was needed. Very often the asphalt ment is essential. Periodic checking of all materials-handling tools and replacement of defective paru n a step {a the right direc would leak through this paper cone resulting in burns to fingo* and lands. We discarded tbe cone method and substituted the use of tion. Wc use a spot of paint on each part a long-bandied steel ladle for this purpose put beck into use. the color of which in and obtained very sarisfadory results. dicates the date of Inspection and that ft was in arisfecaory condition at that time. There was a time when wc used hot asphalt fat waling canon*. We applied it with a From some of tbe statements I have made, band brush dipped into a pad of hot asphalt. you may get the ftnpresdon that we endeavor This method was extremely hazardous and to absolve ourselves from responsibility for produced many serious burns. \Ve changed aeddents involving the mishandling or im to silicate paste and then later to a glue proper use of equipment. This is not true. banding paper and eliminated the hazard Os the contrary, our analysis muled to us entirely. that 91 per cent of all aeddents in tbe plant were of the human-failure type which could In fining drams with boc asphalt we bad trouble in the recapping proass. Hot asphalt, be the result of improper indoctrination, m*truction and fctUrw-op. This called for a revision in our mfety philosophy. Heretofore, we had been led to believe that tbe good safety program was the one resulting in guards for every conceivable moving part. Vow we are convinced that the bed guard that on be installed is a "safety fontdwwtwss~ (a the minds of mQ employee*. after a twenty-four boor cooling period shrinks considerably; therefore, the drums bad to be refilled. This noot that the op erator was required to work from tbe top of the dram*, a very hazardous operation. Planks were laid across tbe top of tbe drums and, once in a great while, the operator would make a nbttqn off of tbe plank and into a partially cooled drum of asphalt, always hot Asphalt Hazards enough'to produce a third degree burn. We provided a wider and better platform Hit, WOODMAN: Everyone in the roofing industry know* that asphalt, in its normal for operalion, but Uns did not eliminate the hazard. sue. It perfectly harmless, Tbe danger ex ist* only became of the extremely high tern[asum Unt we subject it 10 In meeting our producrioa standard*. Sara* from hot upInIt ant tmunify painful and slow to be*L They always result in at lean second tpu hum* aud very often in third degree hni due ouse mnrfi lost time. Hk as a 1yph.1l burn cue A forty ymr eld employee, while working an a arsfofog job atfised second and third Our method of filling these drains from the top waa definitely a wrong procedure and we knew iu it had to be changed. We solved tbs* hazard by loving a 90" aisleway between every fourth and fifth row of drams, a(lowing tbe operator ample room co recap the drums from tbe floor level. Standard protective equipment for our em ployee* wbo worit inmd hoc asphalt con sists of spcctade-cypc goggles, full coverage wearing apparel iwinding long sleeves, gloves 14 35th National Safety Congress, 1947 (not gauntlet type), good safety shoes, and in the banding departments in addition fo the above our men wear spats. Through many yeas* of experience t am deeply convinced that there is one ongrand- ing *"<< hazard in the roofing indus try that transcends aU others. I am itfuring to unguarded, in-mnnisg nip rolls. Them coOt may be pull rods, squeeze rolls. calendar rods, coating rolls, indenting rptk, needle rolls, or arty other kind of rolls. If they are unguarded on the In-running nip tide, they are a definite major hazard in yoor plant. Their locations on the machine do not team the danger whatsoever--they may be only two feet from the door or tC feet. Give these ex posures time and. sooner or later, you trfll find than making cripples of your strong taco. When that day cocoes, yon will be amply pomaded for life that these nip hazards should be adequately guarded, and do one under the sun mil ever be able to remove that coQvictioo fitom you. Hero is a bitter experience that we faced hade in 1954 and 1956. yet. h crystal dear in ay "*& today. We were working 00 a new product--whidi meant new machines, new equipment, new methods, and new haz ards. On one machine the paper passed through a coapk ot indenting rolls which were looted about 10 feet from the floor. Of course, the question of.guaxding ante up and a special committee was selected to check the hazard. Ckmdusfoos-reached by the committee-were as fellows; 1. Became of the remote location, they considered guarding unnecessary. a. The rolls woe controlled by the oper ator who stood directly below while the machine was running: 5. No man ever Deeded to go up to these rolls when the machine was in opera, lion. Nothing happened fer two long years, them the unexpected happened. Owe of oer experi enced otters ttiwfed up m the nip aide of these roQs directly in Xroec of the operator. The long spoor of his od can became taught in the nip, and he tried desperately to. jerk it out with the act result that his hand and arm followed the can. Whenever I see ***** man with Ids empty 4cm, 1 can't btip but ay to myself, "liwe is a living enfofr* of one ot our outsmarting failures.** The industrial powered lib trucks that hnc recently Invaded oar indu-.ry brought anothm hazard. Many are unaware of la presence. How cany of yoor lift trucks are equipped with an overhead protective guard? The hazard of felling material is ever present whenever material is started higher than- the level of our trades. To me. every powered lift should be equipped with a shanty, over head protective guard 00 it. It should be standard equipment. f think we can all agree tfaat orerfacated stills or rebcatcxs are fire hazards. When we see asphalt femes turning to a dark yellow color, we know that we are dangerously dose to a flash point which requires immedi ate acxfoo in cutting down the fere plus the opening of steam into Use stifis. or we can expect serious trouble. We have found in aAtiriw to wesun con trol lines In our stalls or tewles that it k a good precautionary measure to have them In the furnace past of the sdB as vdL Ket tle* hare bees known to spring leaks or In some cues are overloaded m that the asphalt has found its way down tats the Are box. When that occurs you have a fire that naO* is a fire. Ayphalt wills can be equipped with auto matic safety amtrol units both far tempera ture and flame control purposes. Around our saturator is another spot where fires have a habit of shewing up. Ge&opbanc in the dry tit is one of ire causes. Automatic foamtte control units in to controls, pins plenty of first-aid fin* extin guishers, and personnel trained in there use. plus a good sprinkler system, will do much 10 control them. Gorton, Manufacturing Hazards tik. kEZMUL 1 am going to follow our production line in our carton department at Mwmht and the the hazards that have caused os the more lore dime accidents and ten what we have done about there. f* of ah, the board used,in making cartons U shipped to us both fa carload lots and truckload shipments. A lot of this wrwt weight approximately a tarn and a half 10 two tore. Until rectafly, probably two or throe years ago, we sdsatW this wkh a hand lib-truck, pulling ft ova- very slippery, ret. oily, and tough Soon. This was very fatiguing work and led to hack --H, We bctw bsw puu hand trucks which owe saas can handle. A paacr hand truck Pulp and Paper Section 15 wi3 puah the man along and right there cre sted hazard. Our men would get 00 these hand trucks and ride them, which k icrf ifengLfoni. We had to feme instiuctioaa that mas were not allowed to ride band trades. Our next operatkm is chat of printing. We have a printing press similar to those which erint wax paper, newsprint and so forth. Three hive a aeries of gears on both rides of the peers, from one cod of the press to the other. Wc have put oa a program of guarding all gears- If wo get a suggestion (rout an employee or' a supo.visor about guarding a gear that they think we have feed, aad we cannot make a metal guard t--****r. w* P0! a temporary wood goad oa immrills ifTy We do not let it ride. If a man as good enough to give oa the *ug^ewfau. we think we should do something aboas it immediately. AS pro--a have a catwalk around them where the men need altitude to inspect 'lerti. Seed sheets into the piess and do vari ous other operation*. These catwalks have a feutailing around there so the area cannot off oC them. fa a pros operation, it a neeereary to put plats osi the cylinder. Tbk requires, wbat we oil iartring the pres around--that is wring the pros a ample of inches at a time. We have found this to be a hazard because what a man has pushed thh inch button, exporting the pres to move a few inches, the ptm fet often started op. You can all realize what a hazard that would be to a man operating in between the pim if the pros waned op. We have eliminated this by getting the bat dactrkzl switch that wc know oi We haven't bod any trouble riots. Our next operation Is that of cutting and creating cartos board. 1 think this machine is the most hazardous one is carton manu facturing. It baa a large drum which turns to 1 permanent petition, at thirty or forty tevohufoot a minute, with a large bed weigh ing several tons, moving back, ud forth underneath the cylinder, ft is accessary to feed this aartiioc by baying a man sit at the aide ot the machine and feed sheets into the peat. When be it feeding in thh poritfoo. be has his feet directly over thh die that aovm bade and forth. He k oa a board about twelve inches wide to fifteen indies * wide. Recently oue of oar men had hk foot, fan off thh heard and it got down in tbc machine and be low practically hh whole leg. That is tbe fins time we hsr*e known of an accident such as thh. But. as wc look at it now, we wonder why we passed up this hazard for thirty-five or forty years. It is so obvious a hazard now. The machine oa which this injury occurred is in t plant one hundred miles away from our plant at Menasha. We have guarded all our machines tor titis hazard now, but the fellow* at Menasha honestly think we bare done the wrong thing, hereuse they don't see how It could happen to than- But, it . tan happen. Along those lines, we bare now taken another look at that machine and put more guards on it. We have found some hazards we didn't see before. We now have awakened, to tbe fact that this machine h a my dan gerous one. Another serious operation in ** machine is putting on wbat we call a "Mac" rail to cut tbe scores few the next job. To do this, a man most stand directly 00 the bed of the machine which moves beck and forth, and we insist that this mas lock the switch on thh michine so it h going to be impossible to start. Our next operation is tied in very closely to the cutting and goring operation, and that h stripping cartons. Thh operation consists of stripping individual arums out of a sheet. 15x16a At lienasfca two men with hammers knock out tbe cartons. We bare found that on numerous occasions, these mot have struck their hammers together and chip* have broken of and penetrated the men's arms. We haven't eliminated that haz ard as yet. We are experimenting with dif ferent types of hammers, wbexe one end of tbe hammer h soft enough so that if it is hit by another hammer, ft will not chip off. We hare- cried that, and it looks a* though it is going to help. Our next operation is (hat of waxing car tons. We bat wax to 150-180 degrees. We do thh by high ptonat aaa. M) our rolls contain steam and tbey mow be premure toted to prevent a failure. The hot wax is enclosed to that no one an stick hh band Into it and it can't splash oat. The next step h that of gluing the cartons. A (fating machine, as safety hazards go. is almost free of hazards. True, it doc* have a lot of gears. Wc guard every gear completely 16 SStft National Safety Congress, 1947 and both sides oC the gon, so there is no chance cA anyone gating bun. In our canon plant now, we keep the aisles dear. They are always ten and in some cases, twelve icet wide. We have the aisles marked. In one ot our departments, we have a housekeeping committee that meets with the supervisors once a month. They a union committee. They bring in suggestions on safe ty and housekeeping. They discuss the various problems that they have encountered since the last meeting and it as the duty of the supervisor to keep records of (hose meetings and do whatever seous feasible. Every year, we have a new committee. It is appointed by the onion and they try to get all their monhm iiutmtcd. We haw a registered nurse on the day shift. We haw 6m aid on R the other shifts i* that anyone injured at any une, no mat ter wbetbex it is a slash or paper cut, can be treated. We hare {band that the men go (o the nurse no matter bow small their cuts. These fir* aid men arc trained by specialists and they are paid for all time spent in taking this training. The nurse on the day shift nukes out a report of every reddent and sends it to the supervisor Use neat day. This report give* him an radiation of where the (rouble is occurring. MIL OWEN (Kidardron Comoan)): I would tike to ask Mr. Krimrr if he has had any trouble with pieces coming out ot the dies when they are nicked and getting into ibe employes' eyes? MR. REIMER: We haven't had that trouble. CHAIRMAN AOERHOUD: Do you re quire *o$xk& MR. OWEN: Yes. CHAIRMAN ADERHOLD; Does that take care of It? MR. OWEN: Yes. MR. WAGNER (ChOUeocfc*): 1 would like lo address a question to Mr. Kcxbp about wearing safety shoes, b that made compulsory hroughout the plant or only in certain de partments? MR. KEMP: It is net compulsory from he standpoint of the job, but on a recent heck, we find we hate So per cent coverage ind the good-will has boos steadily growing, n later yean, it has jampref about go pa ent. In the laot tit it has made bout a *5 per cent jump. Now. the so per cent that are not covered are not required to wear safety tboet in the first place and we do not have to push a sales program. la our plant, it seems at the present time, at least, that the quality of the shoes with (he new size steel cap under the loc and the reasonable prices are selling them. I find that the moccasin-toe oxford for our young fellows and the bend toe shoe that looks like a basketball shoe attract those who are reluctant to wear safety shook Go out and fiod out what they wane. I west out and found out what their reason was fat not wearing theta. We didn't bare what they warned. We scouted around and got what they wanted. 1 <aa*t think of a man in oar shipping crew is either asm who would put anything on his Cant, except the laced-totbc-toe shoe. And they never wore them be fore. That gang b doing a lot of athletic work--pushing and polling on the job. This athletic-type shoe aggmts they are athletic. It builds up their sdl-estcem. Another thing: shoe coopanfca are now making specific sheet lor sped6c jobs. There is a shoe to satisfy a man who hat to week under oily coodhioes. The shoe gives him ibe things he hfow be wants and needs. So tar. I haven't had one axspfalnt of a shoe hurting a man's foot. During the war there were a few complaints because they were not grade one shoes. The company made good and it didn't cent the taen any money. We sell the shoes to them at absolute cost in'those departments where w require there. MISS FALLEN (Rhinrfarefer Paper): 1 would like to ask Mr. Remp a question. He spoke of the safety knife that they use in removing slabs. WtaX kind of a kuife is that? MR. KEMF: The knife. 6m of all, fits cm two fingers and a left-handed girl is not used on these particular machines. It b mod for cutting the wring tbc bag wrap wharc necessary. It is curved so (here is room for the string to be au, to get between the finger* and the blade of the knife, but the finger of the girl turner in contact only with the blunt end of the knife and not (he knife iudf. It is not a tree ring knife. We bare altered it a bit to make k a little smaller, MEMBER: She more. 1 think, fire cutting the slabs of paper. MR. KEMP: The dab knife we used before `seeing the one under dhruwlan was one that you pull toward yen. Speaking of cutting, we have made a cutting table on which we use Pulp and Paper Section 17 our safety knife and whenever we cut up a butt roll of paper oow, it must be cut on the table. The table is hip high and takes the direction of cut away from the body, so if the knife goes beyood it. it goes past the body. The blade is made of sted. onc-half inch wide and approximately three inches long and ifa of an inch stock. There Is a handle on the front of the knife aod a handle on the bath ol It. Thus it Is used as a drew knife. The safety factor (bat Is la ibe knife itself a {hat tbc hand that is drawing the paper is protected by sted underneath the knuckles so that as you draw the knife, it cannot get away. The left hand is placed on it, bearing down on the handle and as you pull it away bom you, yon jost cant get your hands in there and ait yourself. We have never had anyone cut himself with it. But before we adopted the cutting tables, we had one fellow who cut himself in the groin. He was strad* dling the table. MR. BIENVENU: What is the advantage of drawing it towards you? MR. KEMP: There isn't any. We are ex perimenting Uolew you can find something to control the depth of cut and keep it con tinuous, we will have to pull. Nothing has been devised. * MR. BfENVENU: Cant you put a level guide on that? MR. KEMP: It appears as though it will .continually dig and who ynn ges into wax papa-, it tifu itself right up. This one did a fair job on our wax. WEDNESDAY AFTERNOON SESSION October 8, 1947 presiding; R. W. IAUCHLIN, Supervisor, Low Prevention Department, Liberty Mutual Insurance Company The Foreman's Responsibility lor Safety in Woods Operations By ALBEN KEENAN Assistant Superintendent. Woods Operations, Hollingsworth and Whitney Company (1 k well known to all of you that woods operations enjoy the dubious honor of being the second most tumdout occupation. Min ing is the only ocmptieo which has a lower nandlug in the National Safety list. There are many reasons foe the frequency and si reeky of wwh accidents. Some of them ares rw mCw of the work itself--bard woefc and tatty labor ostog sharp pointed and tftaip edged took; varying weather con dition e wide and varied ground area covered by the avenge job; and Beating labor supply with i s MncqucM high labor turnover, mak ing k difioik to train the men. Last, but not b tst. there is the fact that the develop ment yf safety coesdoas&ew and safety (rain ing p opuai for the woods have not received as mi di time and attention as they have in nulls and factories. Many companies who scan tbetr hdoqr aoddest records closely ac cept woods accidents, with their resulting high costa, as something which are inevitable and can't be helped. Woods accidents cost a lot of money. In surance relei on woods operations bring this point out very sharply. Not only do we have many accidents but we have many serious accidents, fatalities, broken bones and loos of limbs and eyes. Many employers hare now come to the conclusion that something an be done about it and arc proceeding to do it. They are installing definite, carefully worked out safety programs. Woods afety programs, like all other suc cessful programs, must have the active sup port of top management to be successful. This support should be carried down the line through the supervisory personnel, the fore men. directly to the woiimoi involved. The foreman Is by tar the most Important cog In the operation of any woods afety cam paign. Conditions In the woods vary widely. One 10,000 cord job may cover an area of 1,000 sacs or even more. Men are scattered 18 33th National Safety Congress, 1947 over different parti of this ground, and the foreman is the man who sees them all. if not every day, at last several times weekly. The ramp may be isolated, visited by supervisors at infrequent intervals. Weather conditions change and hazards come and go with the changes. A snowfall may bring slippery ground conditions. In such cases, it is bis responsibility to see that icy steps or walks in camp are sanded. He has always hem held responsible for the safety of the horses working in his camp and in most cases be looks after them and checks on their working conditions. If be has the same interest in keeping his men accident-free, be can be a powerful force for prevention. Scream driving is a very good example of rapidly changing conditions in logging. A pile of wood which is safe to work on today may be undermined by the day's driving, with recurrent beads of water digging at the snow hue on which it rests. If the pile falls into a heavy rads of water, a fatal accident may easOy resale. The iosvmm should check Tfvre hazards constantly and shift his crew accordingly. The program pointed at the foreman should be started by a scrim of meetings on diftmt operations, at which these wen arc told the cost of accidents both in hospital trills and compenmion costs. Their direct respomibilUy for aeddent prevention should be pointed out to them and metbods which will lower the frequency rates tbould be explained to them. These meetings should be repeated from time to time after Karting the safety campaign, and records of various camp* ritsmwrd. Causes of individual aeddents can be reviewed, and specific imoitofs of poor safety practices fcbonld be pointed out. Woods accidents in the Northeast follow a very definite pattern. During the cutting sea son. axe wounds make up a heavy percentage of all accidents. Injuries caused by logs be ing switched to yards come matt. These in juries are often serious, resulting in broken bones or severe braises. Ailing limbs and kick-back from ties during felling opera- ttoas are also roporasbfe for many serious accidents. Dozing the mow baolfag season, pulp book wounds and bock injuries lake the lead. A program wbich sorase* one type of acci dent a month bos wntsd out well ia many cues. The mooch of September, for instance, may be designsted as the month in which special attention will he gives* to the preven tion of axe wok taun strewing safe method* can be osed the fomrnn b instructed to be especially watchfiil for un safe practices used by his cotters. During January, pulp hook wounds may receive the major share of attention. One of the bat methods of arousing and wrrinfUtng interest is competition between g*gp* and operation*. This has heen used la plant safety for a long rime, and it h just as effectual ia woods operation*-. Ifaathl) frequency figure* are prepared and dfotrib- used, both for individual camps and for op erations as a whole: No om likes to stay con- ttantly in the lower brackets in sod* a con petition. Entertainmenu, aodi as special mono, suppers, etc. can bo given as a reward to the winning each month with met sep arate reward to the foreman for bis port in a`good job*. Without the active Interest and coopers- . tioo of the foreman on the job. any tttcsipc to improve safety pcrfannaiwr has two strikes oo it at the start. If be does doc know or care bow his cusp stands, the use of posters, manuals, etc. can at bat effect only a limited improvement. The bm bnpcaruni port of the program is in his hands, and his performance, good or bod. wOl directly affect the result. Soma Approach** to Accident Prevention in. Woods Operations By D& ARNOLD B. HANSON Director of Company Rotations, Brown Company Are we attacking the atddent-prevteBtioo in our woods operations as we ate h> our problem as roergericaUy and fundamentally mill operations? Pulp and Paper Section 19 L determined to get as answer to that, very question. X wasted to bring you some data and aocne illustration* of wood* safety pro grams that natthfti those is the mill opera tions of sony companies. It didn't take long for me to tears that I wouldn't tad many such UXustmtiom. 1 did come upou some encouraging examples where combined training and drives in woods operation* had ia ihfw many of the cfaismti which are common to the well-rounded safety programs now fairiy typi cal of mill operations. The most unique pro- grain I learned about was that conducted in a CCX. camp where 180 young oa per formed snore of the jobs usually with a woods camp and operated i3 mouths without a lost-time accident. The reconi claimed b rapcrfaPy significant when one re calls that the operation* included the falling of trees, the handling of explosives, axes, aw, and the usd of mechanized equipment. At any rate: in preparing thh talk I turned <*y attention flmu gathering iOusuatioa* to exploring another question; namely, what are the hahaouk la an strident preven tion program in woods operation*? Ii we ran owr missy pongrit in the wood* like these in the wfth what would we do? > The answer to this question isn't so diffenk, kk?Wc know fine of all that we would pot an Incmoire effort upon investigation. We'd wans to be rare we had all the Cam maaadinf a lore-time accident. We'd want correct has We'd want enough facts to know how cn prevent a recurrence of that aoriiftat. And we wouldn't believe we really knew enough to snake a sensible surmise until we had a& the pertIncut facts that come from an adequate ffwatigation. We'wouldn't ituk ora judgment* until we were sure of dune pertinent fares. A^ln. tmee having the facts, we would snake ure they are mined Into our Safety Division for wse. The tall safety director shouts to Ugh hearan if he font immediately given all xctmraj fares regarding acridenre in mill "pawhes. and he ought to do so.- 1 know that woods operations present a much more diffcak prafeion here became of their com- paradve fanfaifan and removal from the cot Oj the oayufk .yolka*. Va. ibm an fo< aatb ,nfw`M| in and out of the opera tions regtdatly. Often there are the com* pxoy** own letitpiene line*. Once we gef chose faas, we would analyze them for cause and remedy. We'd analyse not only individual cues, but group* of cases. In short, we'd irwestigate thoroughly and then use the results of the investigation ef fectively. Secondly. we`d initiate remedial measures. IJke a good golfer, we'd "follow through.** It a truism to ray that we should profit by our mistake* . by our Now we don't need to be hit twice to initiate a reme dial program. Once u too often in accidents. Neither do we need to cast about for the point of emphasis In inUmh^ a remedial program. The mrestigatioc and analysis tell their part of the story. The rest hat to do with protective p"fl equipment, guards, improved maintenance, preventive training, inspection, proper use of toob and equip ment. proper care of those took, effective ma terials handling, improvement* in methods, and improved working conditions. There are many mill programs where a superb job is done in ragging and bolding interest In aeddent prevention. They a business of it. Interest k the life spark that makes the safety program work. ftls amusing, sometimes. how this awaken ing and maintaining of interest motivates *a effort on our part--even when we know it is befog used on in. Interest fe tbe motivating and directive tow to cOnt. It works on ns even wben we know it is befog dooe. We have plenty of help from the industrial psychologists on bow interest is awakened and sustained, of how "the bonds ran be p'nH fa readiness and kept fa readings to act." The com mon devices are ronitin, and recognition and rewards fee iticcsmful achievement. Well- directed publicity has its place. Pazridpaifoo in safety meetings we have all osed to ad vantage. Committee1 work, tt an interest bunder, if there Is a challenging program for the committee to work an. VSsnal aids have proved usefdi. Suggestion systems hare been tried. Entertainment programs for rasps with good safety records bare proved effective. Training programs, especially far foremen, hare been good interest builders. And you could nmniflo many Interest Is the driving (ora; and we know quite a bit about bow to arouse and mainrain it. Finally, a good afecy program, whether in mills or la woods, has another factor ever- isc. V.n-'" 2S2Q- 20 35th National Safety Congress, 1947 present in It--instruction. We have a whole body of useful information available to us in the field of industrial training. We know how to analyze a job for its teaching ele ments, we know how to analyze that job tor potential acddent hazards, we know bow to organize this material into "teachable units,** and we know quite a bit about bow to put the stuff over effectively. We don't need to "start from scratch*' here. All we need to do is use what Is ready at hand. Our mni operations have done a better job of this activity than our woods operations have, and yet the value of the instruction is as great in the one as in the other. And there we have it. These are the ele ments that seem to be basic and fundamental in good safely programs in our mill opera tions. They are identical requirement* for our woods operations. Just four simple require ments. Investigate Istoot instruct The four "H- of a sound safety program -and there yost have k. 1 suppose see fcaosr all this In (be afascrao. Vet I keep maRing to aond tbe suaot that has bees maced ben several times this afternoon: nady, that "we haven't gone at this job a* fundamentally in the woods as we have In the nulls.** I wonder if we know it in the abstract hot not in the concrete. At any rate, we know wbat the funda mental boon of a sound prograta are. It takes only two eyes to see the problem. But it will take tbe four "I's" to whip it. THURSDAY AFTERNOON-SESSION October 9, 1947 Presiding: GEORGE W. HARPER, Safety Director, The Mead Corporation Four Round Table Discussions Introduction Presiding--GEORGE W, HARPER, Safety Dir.. The Mead Corporation To the best of our knowledge, this was the first time that the round table was used as a major program at tbe National Safety Congress. This was a new method of presenting nfety information. In alb four conference* were held, each running concur rently. Each of the four major phases of tbe paper industry operations was treated inde pendently. The first conference was on Woods and Logging Operations; tbe second confer ence on Woodyard and Pulp Mills; the third conference on Paper Machines and Finishing; and the fourth conference on Paper Convert ing and Paper Products. The delegate seeking knowledge on a par ticular point attended the conference, sitting down at the table assigned to his subject, asked his question and took part in the Ucussion which followed. Each conference had a conference leader, who directed and con trolled tbe flow of discussion. In addition, each conference bad an expert who offered his solution to the problem when asked, and Ommariaed the information wherever a duoration became too lengthy. One feature of these conferences was tbe Cut that the items AIovwmvI were of a specific nature. General questions with regaxd to safe ty programs, personal protective equipment, compensation and medical ore were, in gen eral, not topics of these meetings. The en gineering phase of pulp and paper safety formed the bulk of the questions asked and answered. The give aod take of safety information, the difference of opinions expressed, and tbe specific nature of the topics ditpiwil all bfended to make these safety conferences a noa interesting and valuable contribution to tbe Pulp and Paper Section, Cooierecc* Ha 1. Woods and Wff1*1? Operation* /feeder? R, W. JLAUGHLIN, Resident Esgfaiea', Liberty Mutual Insurance Company Expert: R. W. GROUCHER. Safety OSccr. Minnesota It Ontario Paper Company'" Recorder; E. A. PAGE, Superintendent of Personnel, Kimberly-Gaik Corporation Puip and Paper Section PRELIMINARY DISCUSSION Mr. Dickinson of the National Bureau of Standards, Washington D. C. asked for sug gestion* and volunteers to help in revising tbe American Standards Association codes on Pulpwood Logging. The following names where the same of the crew's work is two or three hours from a base ramp, fn this type of operation, it was generally agreed that firstaid kits should be available to crews. It was pointed out that permanently appointed well-trained first-aid men are a must in any were suggested as men who might help with this undertaking; Mr. Dan Adair, represent ing the West Oast; Gordon R. Connar, President of tbe Timber Producing Associa tion; Don Elsnjck of Duluth; and Mr. Fatter. New England States. Mr. Dickinson offered to send anyone requesting it a copy of tbe old ASA Code if they would write him at the above address. type of ramp or crew operations. One member pointed out that they have a kit which contains both first-aid and medial supplies. He indicated that medical supplies are requested through the doctors. In addi tion. he stated that in their larger camps they have a full-time registraed mine who is stationed in the headquarters ramp with a small field hospital which will gradually be DISCUSSION enlarged u> six-bed size. The type of none suitable for this work must be capable and. i. What safe practices are necessary con of course, have the required training. In this cerning Urge plies o pulpwood? particular situation, they try to hire the Reference was made particularly to large piles of P wood, both peeled and impeded, plied about 35' high aod a half mile long. It was pointed out that deterioration sets in In hardwood that is piled, and after about wife of a mao who is working in tbe camp. A nurse in tHl* type of operation must have considerable leeway and this can be obtained by having permanent standing orders issued fay tire pbpidaii in charge. eighteen mootbs it must be used. It wns de. tided that two years* time m too long pa let 3. How ran 1 sdl our safety rule which prohibits tbe use nf double-bitted axes? wood stay In the pile. Discussion brought out that on soft wood ooe year is perfectly safe, Tbe discussion leader stated that we have actually two questions involved in the above. but after two years there was considerable In the fim place; itwas pointed out that in worm damage la the bottom tiers. a. What type of medical service is best for isolated logging operations? Michigan and Wisconsin the practice of using double-bitted axes was quite general and that a logger would not be able to do his work In the Southwest, It is a customary solu tion to the pnblas to get in touch with a doctor as near as possible to the operation and make arrangements for him to attend injuries In the camp. In this locality, the op erations have good roads and are well con nected with telephones so this method ade quately takes care of the problem. In rftsmarfng another type of operation where you hare a true lumber camp, and it is sometime* *5 or 30 miles to the nearest doctor, s radio hook-up between camps an be maintained so hourly contact# with base operations is possible. A contract doctor makra the rounds of the camps regularly. as well if a single-bitted axe were forced on him. On the other hand, in Maine a single* billed uc wa* a good deal more common, ft was pointed out that twenty years ago the double-bitted su ms quite common in New England. Tbe si4gic-bitied axe is in use where greener taeu he rery often employed. The second part of tbe questioa dealt with the enforcement of * published rule, it was generally conceded that where the rule was in force tbe company should see to it that only single bitted axes were available. 4. Wbat is the proper way to carry an axe? It was tbe coomnsua of opinion that where Itt British Columbia, it was pointed out that some remote operations have train sere* ice but once a week, and the camps must necessarily depend 00 trained Cm-aid attend ants who are of a my high type. Discussion brought out tbe fact that in notated camps a two-way radio was almost a necessity. An additional problem was pointed out an axe is to be transported any distance, the cutting edge should be covered with a guard. For sheet distances, it should be carried with the hand dm to the head of tbe axe: singlebitud axes, the cutting edge should be down. A guard was described which is made from heavy rubber inner tubes and can be slipped over tbe bead of tbe axe while carrying it. It was pointed out that whenever axes are 22 35th National Safety Congress, 1947 transported its crew cars a light rack should be provided for storage. S> How do you prevent accidents with wood hooks? The discussion leader pointed out that the pulp book be referred to was simitar to a cargo book and that there were many typo, including D-bandles, loop handles, and tong handles. The type of acddent most common from wood hooks is that of thigh or leg punc ture wounds. It was pointed out that In order to prevent slipping with wood hooks, they must be kept very sharp. The ditginkm brought out the fact that a star point could well be used on most types of wood, thus shearing the fibers and producing a better hold than the needle point book which has a tendency to slip through the fibers. WUh regard to bandies, it was stated that they bad tried many types of handles. One coucera has eliminated the use of the J> handle and the loop handle and are using hooks with a wooden pip. Many firms axe attempting to standardise, making aid hooka alike and training men to properly use them. It was brought out that the picaroon type of wood book is very much in favor who* tbe log has to be pulled. However, it was pointed out that where you have to !i& the log to pile it. it is easier and safer to grip the end of the log and throw it onto the pile or truck. The dhcusioa leader fnintM out that he had recently ><> a study of wood hooks and had a leaflet showing different design* He stated that be would be willing to supply this to anyone requesting it. 6. Bern can Interest in safety be axouscc and among logging crews? One member stated that they bold a gen eral meeting of all men la the camp, asking them to ***** a safety representative. Also each month a crew went without a lost-time acddent a ten-dollar award was given. Thit was put into f "kitty," to be used by the sen as they indicated. This led to older employees checking on new ones and correcting their unsafe acts. Another method was to appoint an aeddatt investigating committee from smoog the employees who would determine responsibility and make recommendations to prevent recurrence. A point was made that it is necessary to indicate to tbe worker just what was dooe wrong In order to convince him that accidents can be prevented. A dis- oaks) as to the value of acddent forms filled out by employees indicated that one rould not depend too much upon their validity. It is up to management to insist that accident reports arc made out. In summing it up, the leader indicated that employees' crwUfsq are valuable and that systematic training was aseodml bat that any.system needed the bucking of management to make it effective. Re gardless of the part employes play. It U necessary for tbe supervisors to be trained in safety and it b up to then to srimntate in terest and. at the same time, enforce the safety rules. Coniwoce Ha. 2: Wood Tards and Pulp MO* Leader:' C. L R. DOUGHERTY. Avt Mgr.-tod. Relations, Union Rag and Paper Gospoca two. Savannah, Georgia JBcpcrU FRED T. ffOtUSH, Safety Him Onurio-Humaot* Paper Company, Fort Frances Ontario. Canada ArroehR F. V. JOHNSON. Safetypfamar, Khufcoty-Cfcuk Qxpentfan. ftrrniti. WkeBcds DISCUSSION i. How do you pnot pcnUare woods caused by hand books? they have the use of hand honks sad are suimiemiag picaroons. The flmcfcate Company is sting a abin guard, as wcB as a heavy lobes' apron, which has dwuasisd this type of iMmt hi the mH log the be figkaren uostk. taowy it dug a Cbor a guard with a yedtl idff- the picaroon which they tat is about ball the weight of tbe ordinary picaroon and hv a me fnHi blade instead of the usual *VV blade. He bother stated that they were tryjagowt a fiber scrap the Safe forearm. a. Is anyone using a duff point or the end of the picaroon? In the North. R Is iwUul that a different type point be pisred oe * tat it Pulp and Paper Section 23 roon*. It is customary practice in Cloquet. Minnesota tor each man to take his tool to tbe blacksmith who modifies it to suit his personal like and dislike. They then keep the pimrooo as thrix own tool and will not per mit any other to use It. He further stated (Jut a daily inspection is made of picaroons and tools by, the foreman on tbe job. j. How do you use a pike pole safely? A representative of the Minnesota-Outario Paper Company stated that they use pike poles and side hooka. No man it expected to handle them Cools until be has been instruct ed by an old hand and further checked up on to make certain that be knows what he is to do. 4. Do you sue tetanus anti-toxin following a puncture wound injury? A showing of >""<. was asked for on this question and tbe majority of companies fol low this procedure. Cue must be used to be certain that tetanus inoculation is net given when a man has had it recently. Always check the patient's history before giving tetanus anti-toxin. 5. Do you permit men to sharpen their own picueons? It was pointed out that when men are permitted to sharpen their own picaroons many of them are not familiar with the opera tion of grindstone* and in tbe grinding proc ess they may reduce tbe quality of tbe pica roon. It was generally agreed that the best thing to do is to hare a trained man Co cake care of this sharpening work. (he electric switches but do not lode them because mechanic* and electricians work very doeely together. Comment was made that mm working on the chipper realize the great hazard of tbe operation and take the pains necessary to prevent aa injury. 6. Do you do yoor piling of wood by hand or mechanically? This problem was presented because the log pilo and tbe method used very often create a hazard to tbe men involved- It was pointed out that in some cases the apparatus baa a dzag-Une attached with an orange peel bucket which is used to knock down the overhanging wood. Tbe overlung In this type of piling is caused primarily from short lengths of pulp wood so the problem la ooe common to the Northern mills. It was nosed that a docriptlon of this drag-line principle is forthcoming in a new Data Sheet. 9. What are the principal injuries in han dling short logs? In the Northern part of tbe country, two principal Injuries are hernias resulting front lifting near tbe chipper or grinders, and skin troubles resulting from hands being in tbe water. 10. How much use is made of hard hats in pulp mill operations? Tbeleader pointed out that all maintenance men in his plant wear hard hats. It was found that this was not common practice in tbe plana represented at tbe conference. si. What are wch? of tbe major hararrfs around the digesters? 6. What operations in your plant require the use of a safety bell? The leader that be was partfeu- lariy interested in these who walk alongside of usmysi and oae poles to release minor plug-apt. A member prescot frost Kimberly- Clark Corporation stated that when men work alongside conveyors they are lequhed to use safety belts. It wae pointed out that as most of the mupaiu where they bare duppea m sdrErioq so mfcty bdta. the mot afoty btfo. Three jnih creek tte fty^ dU'P* *** picc0 **** ottanrug The leader pointed out that it is good practice to bate tbe "cook" assume full resporeflffitfc for this operation and that the other men connected with it should report to him. Proper safety supervision is necessary so that npgMioBi follow la sequence. Strict adherence to all operating rules is essential it, What kind of dentin or lifts arc used within pulp mill buddings? Screnl miffs use a Humphrey lilt, which is re emdfero rumour The quotion was raised wish regard so tW xmuplcte safety of thks mnefew when men are pcmined to r tetrets various floor* in r# they always puff *S- Wire type mi wgilnmi are used by mfo^uim in taudffug dusty palp materials? fc mm spwt due the men fastenthe --"Mi Hainan anbttiblc sssq y f 3JE. ''wwigw *sj 24 caoagfr arf < ana)oricr jts* mi S#ny Cijrfrr, 2P47 Carafe* Corporatism. jartsowrine. *tada 4 Maf bpaerr, auwhawc fiptr Coapaf. i uc reed by mmwtf im pta* i oc Au of rtinr, wichiaitfiipfaiafwaiM^ * 4m the jirfarfpal tepr befog wed oa yaor l the duh. ---------------- . by tta KiBiat Oectiie & rifoarfog Onpiiy. Tha Mod Capon- tfoa ii abtackdmi drhw. 5- ^) Ait nfctp beta e( 4a i ._______, lapdivbtanQ. In iwdiwry type at Citron or Laagfoaa rowteder tta wee a cider rad, no rrrenrr cauM be seen far grading it on tie bed ride. Bat it ie lafwtirt to keep the nip No. Ia meet aS om, tie bjdiipuiper a wpfctdy mrioowi or it n htft icmIw it tapcobable that a eon woald fell into It. (b) Bw do yoa loner poor ms into tbe tO T**TM** it} One wnfny tas t jo* x ju* wooden plat form ttat b need ia the bpfnpslpiT far tbe One min heps zttledata roD bdnf wtend "* be touched uadi it b to* or mu ia dsameser. aad there b a guard In front at the sip. AfnriS* high which will present any. one bat going ink) nip, aad which baa a spring aitupacnt no that it caaaoc drop fawn, baa been devised. Aft angle iron guard made cot of Bgfat metal, with two rotten inserted orf the bade and riding agifiw the coS befog monad, wiB do. Ax the nQ latnwa is diameter, the guard wiQ be parted bath wo that it b always again* the idL Aad tbe two rotten do not aaA the paper befog wound. AnocbraniO fare the ralteranasitagagainst AH canpuda agree that the vwtech must be letwt before the man eaten tbe faydn. pulpor. One maiptny learn a man at the switch. and a mShrrigfct nko off dm qot- Anechrr .company. which feeds frees (wo flow above; hat a ptohVwi on how to get the man into the hyrtnpnlpg .To we a lad der b alrarat fmponible. They we a beat- twaiab chair. (c) Bow often do yon don toot bydn- pUpe* Once a met, oooe every tour, aad once every zy boats were the aznwen, 6. What type of device do you use to pre vent rofls frees taming on the cores? worta all rfgta. 3, Bow de yon pment txfescoptng of nfli cm the winder start? May aAnenpeto faad Use paper onto the shaft n a raft b befog wennd Op. to pee* vent its trlmrryiry Tfcb bw alvreya been a very hwnliwn operation. local. 7. What method do yon we to thread the rewindcf? la scene mills. three or Coer men arc re quire! to thread the rewfoder on the ratop. if the fourth hand k not watching carefolly, there b danger of -catching the ocher twit mi Paf*r Section mad. the 25 gas masks few every a the case. Another which will be good lor the machine and 1 a peunph- iff. gw fe re* take care of sBppery and rty taamfl nod by some uriUt manu- ; It. Xo adberive b required. If the few it wet or damp when the paper b ap- Id) One mS wn an fdpmn tag in dfirim in <far ankway og lbs pip dak tag fees tin wart an krfett and the arfitn* ohm be mmf ap wd the lave man ibart 1 n nr An mv;ihfog has ten done. Tbb b an added protection. as ft would befog to light any worker whoae tag bad been prematurely removed. 9. What b the penalty for forks at tags befog taken off withoat proper authoriza tion? Discharge. 10. What is the custom about changing fuses or pulling them white working on eketrial equipment? AH agreed that fuses should not be touched by anyone other than authorized detfridam. Some mills, as an added protection, ranerre the fuses on lines to compensators and switches controlling equipment upon which men aze working. Otter mills use Square D type safety switches ahead of the compensator and fort that out a that the newt may doc be started.' tt. How is liquid chlorine handled in your phot? (a) Who shuts It off? The chemist hi aw plants. Beater inspccton In others. (b) One nfli bad a bad accident record when a freight car was bumped into tbe con nected tank ere. The remedy--they placed (he tank car about ao* from the deniter, instead of flour to abt fleet as totwoly. Better yet, have a separate riding for the connected tank or aad allow ooly the etawibt to have a key to the lock on the nrttdt-oot tbe switching crew. (<& If a connection become* broken, water should be played npno tbe tank to foot tbe opening, tires ihmtJng off the flow of gas. "Trtlif Walk- maattfactaicd by the Ifinnoota Mining Jk Manufacturing Company, is mod by many piano with highly satisfac tory imtUi Other oaana are now making tins as me m nri jjil It worts tine, enn in oily placet. When applying tbb material around the alodn, don't toga to put it oh both tbe foesfing and delivery sides. For patching concrete Boors, ooly concrete was recommended. A scaler, applied over tbe patch, ofter. helps it to wear longer. 13 How do you handle tbe new man on the paper machine who b actually afraid of it? Transfer Mn to another department. Don't keep his oa tbe machine-he will be a defi nite hazard there. 14. What do you do with the old employee who become* afrakl of the paper.machine? Transfer him to another department- Talk it over with tbe anion representative first, if necesazy. When transferred, he must take the rate of the Job to which he is assigned. In some,cases be loses-hb seniority rights. )$. Row would you handle tbe over, ambitious fellow who Is seemingly not afraid of the machine? Re b the fellow who darts to do something that someone else would hesitate to do. This is a supervisory problem. One fellow handled it by giving tbe man a mechanist problem connected with safety. After solving the problem, upon which be worked for sev eral months, the man became a safer worker. There are more injuries from unsafe prac. tiers than from unsafe conditions. The safety engineer's work can be made easier if be will put hianseU ia the position where his man agement b asking the foremen or supervisor* why there are injuries in their department*. Then the foremen' or supervisors will come to the safety engineer seeking aabtance. 26 35th National Safety Congress, 194T 16. How soon after an acridem happen* is it invotigated? Tbe fast investigation should. be made within *4 boon. Do not move a thing that would prevent iovestigarioci of the real cause of tbe accident until thU investigation has bees completed. Cot the witnesses to make statements in writing as soon as possible after tbe accident oasis. If there was oQ on the door "* the injured slipped on U, don't let anyooc wipe it tip until the investigator has seen it* If tbe aeddent occurs when the play man is of duty, the sapointendent or his nearest assistant smut make Che investiga tion and report. Tbe safety man then invotigatm the nest nailing. 17. Row do 70a take metal, and other fnr< dpi subscanews, owe of rubber pres rolls on ypor machine while U Is running? Evidently other members don't have this condition. Only solution ofcmi was to shut down the machine. iS. How would you eliminate the hazard in removal of calender plugs? Yon most shut down tbe calender and back it up to remove the plugs. 19. I* your paper winder (two dram up right red) adequately guarded at point of contact? Some members use air jet* at this point. Others thought ' it depends upon the type of paper being made. One member has an 8* pulley hanging on the end of a rod, which is heTapccrt on the frame. Tbe pulley mas between tbe reels and prevents the tolls from getting closer to gether than 8". breaking the paper at that point. This mill pulley* which has a weight at the end. doeurt hit cither the top or the bottom rail until the raOs get within * of one another. That is ansdend the danger point. Theft the paper brakes and proper step* taken to remedy conditions without as How do you guard slitter knives? Quite a few members have a little guard over the asp dte at the point of contact with the betanre sfiner. One member has a device mode of pipes which throws the sin ter* out of the way until Horded. He will scud a fattk of this to the Neva Letter Editor <0 dot it may be adopted by'others, as it appealed to he a safety device with merit. Caerfroncu Ha 4: Paper Cocivraflacr tasd flaw gruttuefa Leader: G- }, BtENVENU, Genoa] Supointcadm. Gaylord Owfiiwr Corporation Expert: H. H. ADERHOLD. Personnel Supervisor, Marathou Corporation Recorder: H L. BAUGHMAN, Personnel Manager, Coutihiev Corporation of America (Cir. derille, Ohio) . . discussion 1. How do you control the speed of electric trucks? . One rnrmhee itated that operated is hh plant are trained In the proper speed to use in various lootkm In the plant. One or ganization palmed number* on the Boor, which informed the operator as to how much speed he should use. It was agreed try the group tiff a governor Is not practical due to .the extra amount of power needed in going up ramps, etc. *. Do you permit people to ride the new small type of powered hand trucks? It was the consensus of opinion that em ployees should not be permitted to ride bind trucks. Thom using this type truck have found it amauy to lay off or discharge those employee* who follow this practice. j. How do you handle your taper scrap? A showing of lauds was asked far on this question and the njurity i cnapirio hole H. 4. Bow have you fkked the dermatitis problem on adhesive*? A representative from erne company stated that daring the first few tpotuhs of employ ment. a hand lotion or cream is recoawncoried for tar by new employees. After {he bands bare become tried to the adhesive, this is no longer necessary. 5. How do you guard a giuBotine cutter? qnc oosopasy is using a new guard re cently placed 00 the --** whereby the swiuh operated by the left hand must be kept in operatioo oo and oS by fractious of a secood. he this way. it cannot bo tied and the apdune operated by jtut the right hand. The switch must be petted by the left hand daring tbe cutting operatic* by the rifft, thereby keeping both bends occupied and out of the gufflotinc shear area. Another Pulp and Paper Section company has a series of * coming up is front of the cutting area prior to the actual cutting operation which makes it impossible to plane your butch is the cutting area. 6. What is does to protect a second man in tbe operation of a gunw* cutter? A iqutxoatir* from one company that whet a second ms is to get tbe fiat stock from the pile onto the cutting table, he sups back to the pHe before the cutting operation takes place. 7. Have yon painted your colors? bright The majority at efpaaha represented have pifated there aaacftaM* bright oho and find cfau hmuiknrplag is much better and the hazardous points of operation are ur radfiy 8. How do you protect - your scrap baler crew? It was agreed that a* long at tbe crew wean the peeper safety equipment, such as wfety shoo, goggles, respsnmn, c, and are properly trained am the job, they have aU the rwrmny ynuaka. 9- How have you faked the fume problem on a prinfer? One number stated that hh company uses hoods and an exhaust system. Another plant with a high celling produced satisfactory re* suits with merely a frequent change of air. to. When feeding board into corrugating rolls, how do yoo prevent finger injuries? It was iumjti.il that sticks such as these used in threading calenders, be tried in con* neetkm with tbit problem. u. How do ytm uiuuiuis boras when waxing psps products? One rntnpany has a inmt rani; above muting tank, which they fill, beat, then empty into the regular tank. Another company has a central reserve tank which is filled, tariff, and emptied into tbe various waxing troughs. This always gives an empty rank in which to place cake wax. For there baring no re serve tank. U is a matter of safety training tar the employee In replenishing partially filled tanks, it. Row do you pie rent eye Injurim due to board, and also steel straps? U was agreed that the wearing of safety goggfes and proper training of employees in the ore of tbdr equipment and methods of doing their work would prevent these eye injuries. Igo 2-US jszncj P^bcJ; 35TI NATIONAL SAFETY CONGRESS VOLUME XVIII PETROLEUM SECTION NATIONAL SAFETY COUNCIL, INC. 20 NO. WACKER DRIVE CHICAGO B, ILL. Foreword fT'H Transactions of the 35th National Safety Congress and Exposition of the National Safety Council are pub lished in 29 volumes. Volume X includes the Annual Meeting. Banquet. Women's Activities. Index to all volumes arid List of Exhibitors. Volume II contains the ASSE Session and the Industrial Subject Sessions. Volume XXIX contains the Early Morning Sessions. "Psychology You Can Use." Each of the other volumes is devoted to die sessions of a single section or division of the Council. The transactions are a record of die proceedings of the Congress, condensed and edited for reference purposes. The complete original manuscripts, many of which contain charts and illustrations which codd not be reproduced here, are available in the files of the National Safety Council. The National Safety Conned seeks to eliminate from dis cussion matters not pertinent to die aims of the Council. However, h cannot accept responsibility for the .'news ex pressed at the Coegress or in this record. - It Is expected that the new format of these Transactions will permit wider and more effective use of the material re lating to various fields of safety. At the same time, die whole set provides a complete and indexed reference work on ad phases of accident prevention THE NATIONAL SAFETY COUNCIL 20 North Wacker Drive Chicago B, XU. 35th National Safety Congress Transactions no. Vol Animal Ibefiaq, Banquet. Women's Activfriss. fades to a& Vohim-- and Eahlfattoty........................................ 1 American Society of Sdrty Engine ra cmd Subject Samians 2 JUtertdi Section.......................................................3 Air Transport Section...................................................................... 4 Aateottw and MatMae Shop Section........................................5 Comsat and Quarry Setiku........................................................... 8 Chmtmrl.Section ..............................................................................7 Coal Mining Section........................ 8 CnmmarrTnT VeUde Sectlen................... 9 Coubodkai SecBoa ....................... 10 Food Section....................................... 11 * Industrial Nursing,Section.............. 12 Marins Section . .......................................................... 13 Meat Ptschfpq, Tanning and Leather Zndostriee Section*.........14 Uttak Section .....................................................................................15 Mining Section ............. IB Paper and Pulp Section.....................................................................17 Petroleum flection............................. 18 Power Press Section......................................... 19 Public UfiBfiee Section...................................... 20 Bedhead Section ................ 21 Bobber Section .......................... 22 Textile Section .................. 33 TfeaSc Section........................... 24 Weed Products Section............................................... 25 Tam Setter........................................................................................... 28 Borne Satey........................... 27 School and College Swartout...................... 28 Psychology You Can Use (Early Morning Seeriowt)................28 PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES gw i to pcopiet io to 99 capita too to 999 copies Leo than 14 page*-? aoa. lajo. % .15 ea. <4 (o 48 pages-- J5 " jo * -jo " to 9S page*over 9C page*-- -S5 " 40 " *> * 45 9 ~ -45 Conplece act of Tnnwctiom (*9 vofojna)--fgno toooormore 5 >15 -SO " JO " *45 " NOtMQMBER price* are double member price*. .V HS| -He I Petroleum Section Executive Committee 1347*1948 General Chairman-W. 2. UNT, ifapmUn retroIona Company. Tens Vice-Chairman for Production--D, A tl.FMMI, Stanotind 03 Me Cm Ms, Okh. Vice-Chairman for m. O. WILSON, Standard 03 Cuaf) at fadbn. GUagcn ('ia'CAenncn for Pip* Linas--H. VL IA!HmX, Shell ripe Line CMpeotitB. Bmiod, Te Vice-Chairman for Manufacturing--RAY A KANDELS. ShtQ OQ Cm. toe, Wood Rlvor, 111 Secretary- T. C. WILSON, American Petroleum Institute, Wahiapoa, IX C. None Letter Edifof-R. U CONWAY, JIL, United Cm Pipe lino Comfaay. Stentpen. La .insistent Newer Letter Editor--It. G. BURRILL, Socdoj-Vuiiub 03 Cm. lac, boM City, Mo. Chairmen Contest and Statistical Committee--J. WliLAID LORD. Ua rtlhwtf Ktfoii>( Company, ftriMHfhu. Fa. Chairmen Engineering Committee DON ATTAWAY. Adana Fad 03 Go, Shmcpott, la, Chairman Health Cnmmdttrt DA. B. B. REEVE. Standard OB rrfaj t ***- Cfciogo, UL Chairmen Data Sheet Committee--C. B. 5WANNEX. Mlpofa Fdnteaa Company, DaUu Teem Chairman Og-the-Joi Comsurtre-ROY S. BONS1B. Sordid 03 Gomubt (New foaev) Nor Yorit, N. Y. Chairman final Education Committee L X. DUHIIAN. lunt OQ COMpasy, ftmwit, Chairman Atlantic Pterin T. C. TRAVIS. Socony-VacBom 03 Go. lac, Brooklyn, N. . Chairman Calf Pfriaaan J. F, MADIGAN, Teaow Co, Howteo. Tom Chairmen Gnat Iaha* naariaa-ft4F-OW ABBAS, ThaNirinml Itfatnir^flaiBi^ QH" Chairman Mid-Continent Duhshm-L G, CLARK, Gulf 03 Cocp, Tnlm. OUa. Chairman Padfte Coast Dnirian-J. L HHA, Union (Ml Company (Calil), Loa Aapia, Calit East General Chairmen--}. HOWARD MEYERS, lb* Atlantic Refining Company, FhQadel- phia, Pa4 JOHN C. ASHAM. The Ohio Oil Company, Findlay, Obiot R. W. BLACK. Standard 03 Company of New Jersey, B'atbtth, N. J.; H. W. BOCGES3, rnirie 03 Company. Tnfaa, Okla4 ROY 5. BONSEB. Standard 03 Company (New Jer*ey% New York. N. V4 A W. BRJEELAND, Lose Scar Gai Company. DaHaa, Team JOHN H. BROWN, Tide Water Aaoriated Oil Company, New York, N. Y^ R. E. DONOVAN, Stand ard Oil Company of California, San Fiaocke, Calil; C. L. HICHTOWER, United Gaa Kpc Line Company, Shreveport, La.; H. T. MARKER. Phillips Porolaui Company, Bartlesville, Okli.; I, R. McLEAN, Socntiy-Vacuum 03 Coanpamy, Inc, Detroit, Mick. CHA5. A MILLER. The Texas Company. Hoottoo, Testa; J. L. RISINGER, Socooy* Vaarom Oil Company, Inc, New York, N. Y^'R* B. BOATER. Humble 03 and Refining Company, Houston, Texas Staff Representative--RAY KETCHMARK. National Safety Council, QL 4 Petroleum Section 5 TUESDAY AFTERNOON SESSION October 7, 1947 Prrriding- j, gowaan Mvxas. Director ofSafety and rite Prevention. The Atlantic Refining Co Th, Safety Program, a Unkya* Tool at Maoagonwnt ByEE ANDERSON Vie* Bnfefefe and Gaomd Mmwgir. Sball Ptp Iiu Cap. Tim aiecy program merits a key place in the management plan became, adroitly baa* died. U it an eccepcfooal tool for iaptore- not of profits. It affords tbe manager a ready entree among* hb wwktn to promote many ciwcHt'w bmtfirtil to tbe buriatas. It Is unique became tbe weaker* respond through awareness of tHlpwal benefits. Seven] wdi bminew conditions or (actors can be iapwtil through a weU-ptoaood and <anfaSy*admteteend safety program. ElfaiiMnas of mperririon, employee refatfoos. naumr acceptance, public triatinas, ycodoctivity. sorter continuity, tatocriw of waste aad redaction of abtentedsa are open to ImpKrvcjMnf in ozr own companies- Resnrkh* bas shewn that an average to*time sodden*. iododSng apwtn of sB kinds, esa tbe company about I975 pfc the legal cannot replace that other effort, but wen planned safety promotion will amte a pro pitious atmosphere for that effort and supple ment it to unique advantage for worker* u well M vaiupwt. The capem say that good industrial tela* tions require egottivt two-way rimmefa of oMuatmicatioo betweeu workers and manageoolt, 5adr are'imperative 3 a manager expects to sc3 tbe cotspasy and la polities to Us werter*, and if M k to be honestly apprised nf vnrt In a poritioo to respond is-ilrir attitude*. problem* and needs. To 'Stettnte bow afiety promotion am crate sntb two-way Afiwii J will describe tbe experience of oat own anupany with 1^00 i.mplajiEi operating ^ps ate of 3 pipe Ham. am of any imtasial deaths. Tbm m may Tbe bat channel* are provided by our accept without dtoesasion the value of a nitty Safety Chaptos. Twenty-nine of these hare program far reducing accident ton to tbe company aad anguish and wage losses to em ployes; but tome indnstrialtes wbo recognise these obvious tontfin seem unaware of tbe been organized by tbe safety engineer* to rtuhade *S rmsSt-asd-file woiktr* and their direct supervisors. Formed by a conveoientiyadjaccat grostp of about 50 employees, ath profit to be derived from applying tbe pro chapter dccts cfictn who oondoa formal gram to ocher phases of the business. A business large or small out noted only if it staves its public, and tbe larger it si, tbe mote it is dependent 00 its employees to cany oat its objectives. To win tbefcr be* effort tbe employes must be brought to rreogmm tbrir mutuality of interest with thdr employer. Only then vriQ they pnfier quarterly meeting*. Tbcse are held on empkyen' time, bat company transportation may be oed. Mon tins So per cent of tbe workers attend them`regularly, aad full at tendance a good program to common. Division, Area and Head Office supervisors are always invited. Working funds are ob tained when desired by does or co11colon*. to Kick on tbe Job; to work- harmoniously, The messing pragnau vary. On* csch year vigorously and carefully; and to carry tbe Indods a dinner or picnic for the families, tongue of good report to cuttomen and tbe '. largely financed by die company. But aQ ol public at huge. . them muaUy feature two or three Items surh The conditions or factors mentioned are as a short talk by a lool dtim, a daaip- related. Tbe odwn are respondtc to tbe tioo or diversion of a company policy, the first, effective tupmhkw, and its corollary, showing of a seJeaed'motion picture, or tbe good employee relations. However, the im presentation of serview aad safety award*, provement of each factor requires special plus a brief talk 00 safety. Tbe la* to fol effort If not a separate program fn 3m man* lowed by a general and frank dkcuaton of agvmuit plan. Of court* tbe safety program any anaafe lool conditions. Minutes are Sriaric*, H. W.j "ladmtrtti Acridtat Prswfiew* written and mailed to all concerned. Supervisors join in tbe safety dilatations. 7acr) 6 35th National Safety Congress, 1947 and the iqpcrintmrtcna are tTjKitXl try tl nuiupaai to sooa conea any oaafc conditiom. Ocher irritating --cooditioa have been brought ou and dhaiwd freely at the mm--toga Corrective action has quickly followed. Now our mskn cwindli or 'griev ance committees-' bare little m their bi monthly agendas bat spatial wasfashy eases and general matters. The U|Kiu say aim tte mmt uqiDjte unrest foments tram a pytimafieg of waB grievances. The Safety Omnen SmOy *Vtr a hall" bn mij fhjrful and opovimy conditions can be aired and sifpwl in the bod. When nrtn and nyuslnn at tinn with their hmilfn tct freely off the jtb, a camaraderie and mnosaf mynu drwjuy ttex arc ytkdm on the jab. Cnmgnny pdky is bat nadtiiood and appeeriaecd aha it on be explained an the notion hfaniBy. Op portunity far faedi is pawsided by the dmp- Tbns in the May fi^Hn ne fa* an ideal atmofvfccpe far pmmmim the cannn rtwlhg Use foreman) should think of his fel lows* safety as wdl as his own. The idea pre sents accidents but better yet it promotes good man-to-man idithM ou the job, escabfafahg the workers* respect far and confidence in odi other as srcB as the foreman. In abort, it fancss tom spirit. Other examples at*--"The Value of an Expiznaxfan" and "The Valoc of a Queoioa." These y*in one that mm sriB work more safely and shJt fautufy g the fotmin of- plains the prqnsc of endh job and why it lhwsH be done in a certain my, Too, these t the nurieea an ask about jobs they taefe of oar mioteuna t aem tpemh a few minute each new job, regardless of the toy or heat, dhennsfag say hazards of the jsh. the famfte r the smek equipment, and specfel ynmansfans an he takes. While ofay Is fa tfcoR modi some of time and . Od lames and bonds are iaitiT wish employees nosking c sod with hope ei The irefl as the Douriaoe tb try becoming mimdco ci good dealing wxtlr the njum and sefaag at xxnpaay to the pohlk. Very tfcahe rtaiiwk far stork inpss sent are oar Ostlc-Job Safety lltrtisp. rhese are held by cub toman with his nw of wortoi the fim few miasnei on the ob each Monday morning He has at hand i mimeographed safety mtrige prqnei by be saperintendestt or the safety iiijin l dot an be read aloud to the crew iatwot Art olnutcs. Each message aims to |mindn sren] mlantia of dry-union by the Ota aso*en in its appliaiioo to their mm writ rroblexiB. A typical On-tbo-Job subject is -- ~The Light Way is the Safe Way-* Tins tefls that be foreman should teach hit crew ncnhii ow to do the job -correctly so they will not et hurt; also that if be does this in the Cm waocr they will not have to unlearn dasemus and wasteful methods. Another ca mple a~-"Vou are Your Brother's tatter." Ills stresses that each crew member (to- t of Ids effectivesess so measured r sre have pre teL'nqk. attended con- " 1 the principle jab intiurtkm and Yes, oar foremen directly bette- they receive from man ia job pluming and d facir many responsi- Thr ufa f fa Oafa-Joh Safety Meet ng far the paaowefan of saria ooatinulty, laiwtnuiiij. aad mnr inhalnn Scs in the Inns cf the fba sad tea* far selling thee " " * l We started our mem; thr * ran* tragi n when our ng- They broagb* an rwdm [IMil to oor ~ sof oritraroi hear been able to thnoeghputs by ** raining hener and hemrr service eanrinuity. This hor is thr pay off far writey comparoei, i ptedsdoj r safety i nidi thr fashion ffTixtrndrn'T And spy inanitln in ifssw naale. Pov Petroleum Section 7 edkmBy they visit oor stations. tank farm*, field banmes and vainienanoe and ctiastnicdon jobs to inspect safety equipment and check far hazards- Their fmhtr perceptions often detect unsafe conditions nunotked or tolerated by the local personnel. The safety men are able often to bolster any Sagging morale of supmiison and workers on isolated jobs through friendly discussion. should be encouraged to offer advice in the formulatioa of personnel policies and the planning of new jobs, as well as In the execu tion. Oar own safety engineers and first-aid iastrocun have had practical pipe-line ex perience and have been selected for their judgment and personality. They are neither stool-pigeons oor trade-rats, but are well qualified to represent the Area or Head Of Otar Rm Aid Training Classes are espe fice managements in the field, and to safe cially toe media for making company boost guard the personal welfare of the workers ers. Following the training technique pre scribed by the U- 1 Bureau of Mines, and taken voluntarily by employees ou their own Time, these are given occasionally over the entliie system. Recently we opened the dtm to interested member* of employees' families at each station. With three days to work with each dam our genial instructors were able not ooly to give Schaefer's Method its due but also to build a lot of company spirit In with whom they are always persona grata. Probably some managers have overlooked a bet in the safety program because they still think of safety too much in terms of fire-extinguishers, machine guards for "hardhats." non-skid swivel chain for "brass-hats" mod other gadgets to be improved by me chanical engineers. But even with such safe guards galore, most of tu have found that safety is a mental attitude that can be best Then there Is the Automotive Safety CastptigB. The public's opinion of a company is determined in no small degree by employee action*. With on* fourth of oor employees driving a company automobile or Crock, the Automotive Safety Campaign is effective not only to cat down tornranee and' repair costs but also to promote mfe and courteous driv ing on the highway*. This is a substantial bid for public good will aloog our Uaea in serai stain. Our Personal Safety Contests provide the ua for reducing absenteeism. These iswill a competitive team spirit not only in preventing accidents but also in keeping the improved by human engineering. Thus nfety promotion is largely a mans of training, and fits hand-in-gfave with modem programs of employee Training and good-will building. Employee training, good-will building and safety promotion are logical parts of the industrial relations program, Lo feet, they should be predominant parts. Perhaps in dustrial relation* managers should spend las effort arguing with union leaders and more effort keeping and improving the good will of the rank-and-file toward the company. After all, if a company really loses the good will of its workers ii will fell. Then there won't be much left to argue about. sntm on the job- Whether or not a minor injury results in few rime usually depends a employee wtirwVs. One injured worker The safety program cannot replace special effort to improve -these dhmwrd business conditions or feaon. But it certainly can may elect to Jay off a few days whereas an- create a. propitious atmosphere for that ef echo lam even more seriously will continue fort. And it would be unfair to arrogate to at work through the competitive tug* and the uiiwus of Ua Ufan as vd) as Iris own the safety cootacts all of the good that can be done with letters from the boss, the com for their team safety record. Our company- pany magazine, posters, et cetera. They should wide record of but ooe fast-rime injury out be continued. But dock of them provide the of cray oiae accidcm ernes exemplifies the prioelcas personal eontacts to get across w idea. many vital mtiuga, oor do they afford a A manager cr superintendent uses poor juJfiin nr who makes of bis safety man a medium tor reciprocal expression by the workers. acre junior who most furtively look to safety men to ocher firms and to the Mariooal Safety Cwadl far guidance and inspiration. Men who can be a* rateable as these in promoting so natty pfcamt of the company wort, merit the states of naior assistants. As such they MntQos to say the unique value of these safety will be lost unless a com pany's personnel policies--its general wage structure, benefit plans, promotional oppor tunities and grievance procedure*--are fair and are equitably administered at all levels. 35th National Safety Congress, 1947 of superraJoo. But in there compute vthoc tlie workers are {Testing a square deal despite and misrepKsestxiiOQ to the oon* trary, tbe mfccy program aSonk exceptional opportunities to convince the workers of the facts. Training Mathod* in h Patrolman Industry By STEELING W. MUDGE SiqMnriaor of Training. Socony-Vacanm Oil Cofnpqny. be. Tbe word. Tniniaj", as it is fcmnt^ used today has takes oa a brood meaning. Its me here will indodc tbe Codowtap i. Tbe {Horiding of uahl iakasuioe concerning tbe took, ptmtidi, equip* meat, fatittties, procem, etc., which may be a part of each tndrridoal cm* ployte work, so he may use then in a l The improvement of tbe ability or skill of each individual employee so his mental and pbpia) actions are per formed io as elfectito and mile mono, - $ Tbe development of personal charsonistics aad habits which are necessary for effective and safe performance on tbe part of each individual employee. If Training is to indude all of tbe above elements, it will be readily recognized that it involves far more than reading a manual or attending a mufcmttft. This leads to a con sideration of tbe types of training which ' might be provided such as "formal** and "informal" programs. "Formal" training would be that which is >o>rgamacd as a series of ledum*. dkcmriecB or some form of presentation to a group. This type Ot training is usually developed to meet tbe needs as they exist but it is not by any means the answer to complete and effective training even thoogh k it a method of exposing employees to s source of useful information- Tbe reading of a book on "How. us Swim" or watching a sound nom on tbe same sub ject would probably be helpful to one Who it desirous of learning'to be a swimmer. It woold probably be helpful to listen to a good lecturer on that subject, but tbe actual leantlog of tbe A3) of swimming requires on-thejob training and continued practice with if coofidtacs and good performance are to be %* "Informal** training, which is the continu ing M-tte-jeh day-to-day i useful knowledge, sad tbe dritiup--tut oi arm skiSs and hthtta produces tbe ant elective aad towing imtkt This does not mean that tbe "ininn--r* type of training a a bit or trim approach. & Amid he organ ized, pfinucd and conducted according to a pattern and long range ptaa aad not just left to "Who -is responsible for effective train- ***" . "Mamgcmcut** is a void used to Indicate the group iwqicnd of executives, managers. mpwj;.l<raiWtM and SplWCtiM |kt im- wm. The wad, "jfnugmMf It aho used to indkate tbe art or AQ of minting peo ple. Whoa used ia this laser sense tbme an varying ideas as to jaw whac this art or skill of wringing people rally Is. A very riraplc bat practical dHhtitbm k *Himyirwi* a the rcspocmbtlity (or araitapUsblsg mdb tlynijdl tbe efforts of PEOP1JE. Keprdas of the nature of the loduscrr or the dqaitmaal diviriows of tbe in- dowry. It h tbe PEOFLX who through ibrir mental aad ptiyriril dm accomplish re sults. Bow mcay aaortfret, maasgoa sad wpatondow pw very mk thnoj^t dm* ing any day to the baric fact that k h the PEOPLE of thriar company md their de partmeam and phots who sw ratify defersaruing the quantify and qmHty si the oatpot. sendee nr uhatem it may be- There fore. H the eaeeatim, amnagea aad super intendent* are dependent apoW chrimoi the PEOPLE la thrir company and their idepaxtmeam far ik* dulild cad imln. are they not Trqicemtlr for the owM devdoyacat and rnlftw of the nwplajam by providing metmi iaflermaefomia--------1------^ itks and riatb, aad far the Petroleum Section a very important part because of their dose relationship with the PEOPLE who actually produce the tmulss. Axe not supervisors and frauncu ia a ant advantageous position to eoodaaotaly encourage, coach and aid em ployees to bcrowie productive and safe work ers? Thai is aQ so obvious that we often overtook tba natural aveswe ot approach Cor tbe appfkadow of Wsple, practical on-the-job tnrihf- Aaethr obvious fao n aho often over looked a a large degree, ia, that a boiuw apatatiM nimi the attitude of the man* agomem. Dpm walking into a maU store yaw aw winDf determine tbe attitude of the wagwaw by the appearance of tbe scare aad ska typo cf serrke reodeved by tbe salss dub. The idwiuaus of the training activities ia a hariams or industry depends directly upon the attitude of the manage ment. If ike iwunfm, msagen aad superiatwdaiu axe liacnlj fauxoted in training, encourage and actively participate in tbe dewieptww and conducting of training plans, reel ytopia win be made in improved and eft pcrtonuace cm the put of the em ployees. *Ae wpqikou aad foremen wiB is unw rwgiiw these part hi training, too. provided they are encouraged and exacted. There is a drapfe, hginl approach to the rhimhf of uairiaf. A isanager or a super- intendecu, if be will bold a "management conference" with his supervisees and fore men can quite readily determine: i. What information should be provided to improve the rale performance of the x. What abilities aad AiOs should be im proved to develop afc performance of employees? 9- Wbst characteristics and itdiododould be developed to improve tbe safe per formance of employees? By an anafyris of the actual aurem conditioas and situations, the needs lor training on be determined. Tbe more carefully tbe needs ate determined or anticipated, tbe more effectively tbe training can be planned and organized. Tbe ewabtahment of tbe training plans can follow tbe natural aqs, such as: i. What training will produce tangible, beneficial retUts? *. Wbo should receive the training? j. Can tbe training be organized as a con tinuing on-the-job, coaching proem? 4. Can die supervisors and foremen be muted to airy oa the effort in a prac tical day-to-day manner? This timple method of anafyris and plan ning can be applied to all industries and to all type* of Training. WEDNESDAY AFTERNOON SESSION October 8,1947 Presiding: 9a. B. M. Knvn, tiatkal DinOM, Standard Oil Company (Ind.) Worid War 1--bhb Appitod to Industrial Inlurios By T. h KELLY. MJX Plaal BijffUuB, Shufl Qfl Ccwpcmy, Wood Kw Btfiowy Safety aowns aw haku) with tbe As of Sot preventing aaadcata, aad amend, vbta atridems war, seeing thee the injured per- dm mwdm that sriB arib Urn to icon to wart as soon ; with _____ . w 1- WaU war Q the Army inhusd them priarifIra in *im" aM*.r*i-al vCa-rip_s --wii-twh 1 live was to institute procedure* that wouk enable the sufcScr to again hcahoc a fight lag comptsmit of the Army. A* is the Axmy, so tin in industry a grea Mwwber of injuries occur. In industry, be cuaae of tbe rigid role of immediately ra porting any iajmy, however to Uv proper authority, the majority require onb a- single fiat-rid drawing. However, frac Ora, bane cad wounds should stuiv prnmpc wrrorirwi became tbe final obmmh 10 35th National Safety Congress, 1947 I depends a great deal on what is done at the time of the aeddent. Death out often be averted by ttmwio; what to do and when to do it at the proper time. Serious loss of blood may occur where could arid then gone forward to take care oE others. Infection had sec in aod with it, well ing of the extremity to sucb a degree the bandages became much tighter, tbe blood supply imofoed with, and gangrene hat* arteries are severed aod when no Mttaopl it made to stop the bleeding1. Taint rapid pulse, increased respiratory rate and cold Hammy skin may be observed. Tbe individual sometimes is unconscious. This is the type of case in which shock may occur. Tbe first to ttech tbe seen* of the scd< dent should iostlruce measures itmaodutely to control bleeding and not wait for the nune or doctor. U hemorrhage fa an strut that ordinary pressure cannot control it* usually a large vessel, most commonly an artery, has been severed. Io the case of wound* of the ex tremities a tourniquet should be applied in tb* right place. The artery above tbe bleed ing point must be compressed against a single solid structure. For example, a tourni ensued. ' In wounds of other pans of tbe body, especially the bead, cheat and abdomen three is very. little tbe safety personnel am do except place a dressing and arrange for im mediate transportation u> tbe nearest hos pital. There facilities and medical attendant.* are adequate for fnrthre treatment. Statistics of this past war reveal that of all casualties In ati the theater* approximately . 80 per cent sustained wounds in the wiitmj. the Of that So per can the majority. In addition to haviog wounds of the soft parts, had fractures of the underlying bones. Them fractures might have been only chip fractures in which the ballet or shell fragment* chipped off a piece of bow as it pawed on Its course, <x more serious ones in which there was a marked displacement quet should be placed around the upper arm, because It has but one bone, tbe humerus. It should not be placed around the forearm because it has two bones with a space be* tween them into which the radial and ulnar arteries might slip when the pressure of tbe tourniquet is applied, So, also, a tourni quet should be applied around tbe thigh, which has but one bone, the femur, and not around the leg, which, like the forearm, has two bones with a space in between low of the broken fragments. Chip fractures were bond only when the Individual reached an evacuation hospital where the X-ray re vealed them. The ones that showed dis placement when found by tbe medial aid man were immediately splinted at tbe scene of discovery before any attempt at moving the wounded man was made. Any solid ob ject that happened to b* around was used, usually the aoldkx's rifle. Tor the lack of a solid object, tbe man's own body was used. width the arteries might slip* * In case of fractures of tbe upper extremity, At times safety personnel are required to the arm and forearm were tied firmly to the accompany workers with such injuries when side ot tbebody by belts, triangular bandage*, they are being transported to the doctor or and such. Id fractures of the lower Gurestity, the hospital. It should be remembered that both kgs were tied together by the time shutting off the blood supply to some part means. Tbe * m then orried by titter for a long time by means of a tourniquet u> an aid Marion who* tbe temporary splint will cause the death of that part. Tbe tourni was replaced by a more adequate one. quet must be loosened every 15 minutes or so. It was our unfortunate experience in the excitement of the invasion of Normandy that many an extremity was amputated be cause gangrene bad set in due to the tourni quet being left on too long and unattended. The blood supply had been shut off for boots because the tourniquet bad been forgotten. In many instances the bandages themselves had been applied so tight that they acted as a tourniquet. This was especially true in cues where the wounded bad noi been foutid for days or transportation delayed. The company aid men had done what they Proper inumiru wot carried out to com bat shock, aod be was tbo> mupotted fry arabalance to a field or evscnatloa hospital where a heavy plaster cast was applied be fore transportation to tbe rear. This suae principle of prompt apttsting at the scene of tbe accident can he applied in out Industries. There it no for moving an individual without some form of temporary splint befogapplied first. This pro cedure'not only prevents shock and decrease* pals, but it ahe prevents any farther dam age to -the tiwnn of'tbe fractured extremity. Petroleum Section 1\ When a bone is broken, the jagged bag* mencs tend to cot the throes around chest, and tbe more movement there is, tbe more the surrounding xractura arc lacerated. Sometimes nerves sad blood vessels are sev ered, th-, adding gomptiatioci to what was at first a simple fracture. Another point, too, which fa very important is that the length of the iadfriduaTt convalescence fa increased, and often a crippled ettremity or an amputation is the rcnsH. Suspected fractures of the bach, especially, should bnc immediate spUnting before tnpomricia. The reason is that quite fteqaaufy movement between tbe fragments seven the csri, and a cam of complete paral ysis below the lead of the fracture is the IBSh. When tractaxes of the dull occur, prompt evacuation to the nearest hospital fa essen tial. There as very toils that plant penoo* nd can do. Minor fractures, like those of the hand* and fed, are usually not disabling, a the employee fa able to resume hit work. In tbe ponion industry burns m. he caused by beat or flame, or chemicals, h as adds and caustics. Tbe damage don< ' the body by each type depends upon tbe de gree or extent of the bum ItselL Thai, we divide buna into first, second, and third degree bums, regardless of the cause. A first degree bum confine* itself to the surface or superficial layer of the skin aod mauifens iuclf as a redness of the skin or a blister formation. A second degree burn in* voJvo the whole thickness of the skin, while a third degree burn involves not only tbe skin but the deeper xncturo such as bt, muscle, bone, blood vessels and nerves. In industry the problem of chemical burns is handled by prompt first aid. The profuse use of water in the form of shower* usually lessens the degree of the buss, and then the chemical Involved is neutralized. As In the case of wounds with considerable hemorrhage and of fractures, so also in the case of burns, first aid txuat be given as soon as possible. The wound must be dressed with an oOy substance, morphine given for pain, and Immediate transportation provided to a place where more definite treatment may be employed. Mast industrial phots hare emergency hospital* available, with competent nursing staffs 00 doty twenty-fear hoars of tbe day and bare wril-tnined wili oxa to take charge and give the nwrwity order*. How ever, too much time sometime* elapse* before tbe medical man can be reached or arrives on the scene. During that time critical change* can often take place In the Injured man's condition. While waiting, the nune or 1 safety man n follow certain principles: prevent farther ion of blood from bleeding areas by means of pTopc pienure w a tourniquet; ease psin by injection of morphine; prevent shock by beat and stimobtus; apply splints la cases of fractures and tbe proper dressing In ease* of barns. All these measures tend not only to save tile but to shorten convalescence. By follow tug His procedure, safety deportment per sonnel can fed that they are helping (c keep a good safety record. ' ffoafth and Accident Problems in tbe Modem Refinery B7 DR- WAYNE BOLYABD AttL Medical Dir.. Standard OU Co. (2nd.) sii*n idols and bm bare served upon accident thoogbta along these original The coo- a bag ties to bear fruit. as Italian phy* laamfial, observed that" in* be readied so that the worker might Imre a fairer chance to cans a tiring without hum to himself. This physician published a book on occupational disease*--the fine history of industrial med icine. and hygiene. The book described van* 00s diseases which were peculiar to certain tradesmen. The hazards of Inhalingdust were recognized aod sietc advised. Refer ence is made to such topics as deantino*. 12 35th National Safety Congress, 1947 data dotha. po ventilation, unsuitable temperatures, rest intervals and potutll chaoses. It was not uadi orgauiwd safety work was Instituted that tbe recognised hazards of oc cupations began to be broagbt under control. Previously, mechanical safeguards such as proper scaffolding and handrail* were little used and gas masks and gogghs were rarities. It was fairly obvious from the first that in setting up organized programs the roan do ing the job knew where unsafe working con ditions aisled if he could be brought u> think aboot them. The avenge worker felt that safety work was additional work and an additional burden upon htmf and it en entirely foreign to his daily round of duties. To the majority of wotitis safety >*" the installation of mechanical safeguarding. Organized safely work by providing of mechanical safeguards, - safety protective equipment and the preparation of safe work procedures, paid dividends since accidents per tnUhaa boon worked dropped markedly within a few years. It was early apparent that if accident frequencies woe going to be re duced further, then educational activities woe owiiwi EdaatSooal activities have been Incorporated in organised safety. Smm ol these in use are Foremen's Training Con. fa cures. Sponsor Training Conferencn, Spon sorship Plan, Exhibition of-Safety Filar*, Job Demonstretloo, Publication of Safety Newspapa*. Safety- Committees, Safety Inspection Committees, Questionnaires and Safety Man uals. Tbe accident frequency has responded favorably, to these activities. Modem safety engineering goes far beyond the application of the guards on a compressor, safety hoops on ladder*, safety tbonn and fire blanket*. Up to date programs provide for the engineering of mfery into the pur chase of equipment, fn the erection of bofld- inp and the comtiaction of refinery units. It is involved in tbe extra heavy tubes of prebeaten that reduce tbe poastbility of failure and fire. In considering stresses strains on abb, chains, rope, winches and other equipment that 'would cause muds tremble if safety was not a factor in their design. Safety engineering problem* vary ffom the proper length of handles on whedbur- rows so designed to take roost of the kad off the worker** arms and bade, to wanting instruments on big malts naming thousands of barrels of exude each day. Safety hi modern refining phw agptiuat mechanical mhfcapaagstae wfakh the weaker has bees reasonably prepared. It ate seeks to guard tin agaiam the contacts and inhalation of toxic maierfeb, the effects of which he may or may not be so weD aware. Tbe petroleum iadostry has made many relatively rapid daofs in Its htaory. Them have occurred fax the production of erode oil, through refining and the marketing of tbe finhbod product*. Organised safety most not only keep step, but autiftpafr* and be Rady for future In mafia yearn more emphasis was nunBy yhod on mRhmdral features; boweiu. the rapid psugams mode in chstahal rematch ad yi rtwjjvnaa antteoflagy bat gradually added assn domical kmnfi, either a* kipuStca obmMnI in various processes or in BoaleJ jamte i*. Toxic material* any cam hfwy an Ac worker by dermatitis and rtirmti.sl hnx Acute and chionlc toxtefete can Urn ah- sorption, inhalation, or fagodm. To ebmioate and tmnrol thme bmnnfit the bat pauCbtc process design mast beemptoysri and the personnel should he gives adaqmwc nfay and protective equipment and taidsg. The introduction of new dxnkib and the preparation of new puduta ianwhai new safety problems in refining, iffwnbtinn and marketing. It is becoming of iacremlag Im portance to know not only the rtiemlnl aad physical piopen lie* of compounds and prod ucts, but their toxicological properUrn as wdl in brdcr to propqiy safeguard personml and consumer. Some of this latter informsdon is already known to a greater or loom Ague through experience and publication. Any potentially hazardous substance can be mode to serve a useful purpose when the props rules are known. A number of tbe toxteologScal ** of tbe petroleum Industry are ate found is other industries. Chemicals in use ia other inrtnsuks may assume importance in re fining. For example, phenol has wide uses and application and its properties are fairly wdl known: however, in its urn fat petroleum refudqg this information most not only be kept in mind but ate pcsriNe variations peculiar u> petroleum refining. In the refinery, phase! Is used at a uluihc solvent for the refining of lubricating ofls. Daring the war phenol was used for the at tractive discITliriop of toluene. Fbesol at high tempoatmet wfQ bum and expletive Petroleum Section 13 taiuaiB with air ran be formed. Fhofot will peudnee aerioos skin bums aud it can be abrabed into the body before there Is a mr**1*"* of burping. Initially, it exerts an .Mipvt, effect which probably accounts for mnsbness before a bunting sensation devefopo. It can ate enter the body by inhala tion. Phenol is soluble in water and alcohol. It h important that phenol be quickly re moved from the skin smog ether* alcohol or water. Phenol in the eye* should be washed out by protracted flushing with water. These measmes should be followed by medial at tention. CJotMag on which phfliol has been spilled should, be handBtd before being worn agate Proper protective equipment such as (pedal rubbes chwhing, arid hood*, nibbolluva and boos*, and rubber goggles should be employed, and If phenol h praent as a pa wild* should be worn. flbcoot acta both locally and qwmlaBy. Absorption is .rapid and iptosk poteniag may Mknr skin cootact* stick may nee produce a serious local iqrtha. Extensive exposure any lad to tupimoty pnsalyrit and death In (sixty sheet time. Another maple of a tonic material which ia used in petrokna piutxuci. is hydrogen fluoride. A knowledge of its properties and teion h Inpatim in it* proper manage ment. Fluorides can produce acute and chronic poisoning, well under the skin in order to neutralize the arid. Tbe mechanism of chronic fluoride poison ing appears to be due to a disturbance of caldron metabolism and inhibition of enzy matic procoao. Continued ingestion and in halation may produce an accumulation within tbe body, capable of producing chronic poisoning. Up to a certain point the intake of fluoride is equal m tbe urinary output, but If absorption Is increased imnnuiition ran result. Under certain circumstances changes may take place in tbe bones and enamel of tbe cash, due to fluoride. Authorities advise that worker* handling this material should be protected with long robber glover, rubberised aprons and rubber footgear. Wade fun -shields sad plastic gog gle lenses are advisable due to the etching effect of hydrogen fluoride on glam. In the safety control of workers exposed to hydrogen fluoride it would seem desirable to check the urinary output for fluoride* and x-ray certain ports of the skeletal system for evidence of ffooreris at six month* intervals. A anupkse safety program in modem re fining w>M deal not only with mechanical hazards bat with toxic hazards a* well Chem ical* used and product* made moat be subjeaed to scrutiny ia order that the best pro tection cun be afforded. It Is tar ampler to control and study single chemical entitles Anhydrous hydrogen fluoride and water solodons of hydiugen fluoride produce seme than (be tramples mixtures found in tbe products of petroleum refining. There prod burns of the skin as writ as seme irritation ucts may motain varying pesosuaga of many of the "mw*-- membranes. Acute pulmonary I'T tt "^v, *-- not. likely lin-ip-- of tbe mi n ml; irritating nature of the wwijirflnrl ytv (he lodlridoal cstmW representatives of the different aerie* of hydrouiibosn and their derivative*. It is ooC an any task to separate these mixtures nor is it particularly desirable economically, never- get away from a heavily contaminated at tbrieas. attention sboold be direraed to po mosphere. As to skin hues*, the severity de tential coxkofogkal hazards that may exist. pends upon the length of time of contact and the strength of the ted. In petroleum refining, many substances arc cuooaotaed which beau upoa the health and Hydro*uorfc arid not only attacks Use sur face of the sfcfu bat geudnof* program!** de struction of tte deeper tissues, unkm prompt problem* of potonad. A great many are volatile, and some occur a* fine dost*. Some chemical agent* may be absorbed measures are One tinted act writ for pels to appear before taking action because through the skin without harming It, while ocbeta affect the skin directly and some may of the proemsLag Jntmrfw rotate of this ptodnee Utmoatble changes. It ia a diScnlt substance, foeantamd clnetig should be Idea for the sroigc individual to appreciate Rawed and the skhs rimli be vabri in that the skin a not an absolute barrier to foeriy suaxaag voter fur a cantidcrable Irogth trade sutmaaem entering tbe body. of time. Contact with Ait material rcqulm prompt matteal mmdeo. Dm so ha yewsating quaficy, the burned area asay require hypodermic fnjoqiiai of qlrhrm ^Btmite U is somewhat easier for the individual to serognte tire possibility oi harm u'nlig boat wwt^hh tor t**"]*1*, t1^ tikaride anew inflammation of the respiratory tract. 14 35th National Safety Congress, 1947 provoking coughing and meeting. The in* dividual will not stay long in a heavily con taminated atmosphere unless trapped. Other inhalants may act as asphyxiants, and the victim may not be aware of their presents. Some may mechanically exdude oxygen from the lungs- Others may interfere with oxygena tion as carbon monoxide and hydrogen sul fide. Volatile unsubstituted aliphatic hydro carbons usually produce so lasting changes. These exert an anesthetic type of effect on the nervous syston. On Use other hand aromatic hydrocarbons may do irreparable harm to the blood forming organs. Lack- of informa tion |s a handicap in the complete classifica tion from a toxicological viewpoint of the host of petroleum compounds and their derivatives. Of the hundreds of compounds to be found in the various petroleum mixtures, our tox icological data are variable in extent, 4s new techniques make new products and by products. It don not seem that we can always wait for experience and publication* to keep us informed, but a program should be adopted from a toxicological viewpoint of examining new materials winch may be pro duced. or older materials on which further iofamsdoa ts dcsiiod. Investigations can be arranged to be done by various university groups or by individual companies. If it is desired to study a particular material, cer tain mwsttxal information should be obtained OB acute and chronic uadtitiva, pbaxmacodynamic adivity, skin and mucous membrane reactions. These are usually obtained by apaimascatfon oo seres! kinds of Further detail and scogc of work would de pend on prior knowledge, processing environ ment.' aad the. uses and nature of products axtd by-products. It must be kept In mind that the individ uals of a given spedes of animals vary in their repome to a given toxic substance and that the effects obtained on mice may differ greatly from rats, guinea pigs, rabbits or other animals. Considerable care most be used in applying the results of animal test ing to man. The term toxicity k ordinarily used to describe efforts ranging from the meet nuJd to the most severe rpiimVi People in every day life are tTjtswi to toxic sabrtaoces, but not very many exhibit noticeable toxic, re sponses. It is fairly obvious there must be a number of fiaoon involved in producing toxic rcacdoot suds as isdivfdoal susceptibility, time of exposure and cooccsuxatioo of the In conduson the bolth and accident prob lems Jp the modem refiamy requires a close correlation btiwun the safety and the med ical department. The Waring of attention on posable taxkofogial hazards may necessi tate research and investigation in fields ordi narily doc iarr.--d hi rrinsy laboratories in order to better safeguard personnel. To make further forward steps in safety work is the refinery necositatm a knowledge of toxico logical hazards that exist and anticipation ot new hazards that cay arise with their proper safeguards. Safety administrators must look to their medical departments for secesroy stndy and march. Medial departments should accept this and give gui>< ana to the safety department in thoe mat- THURSDAY AFTERNOON SESSION - October 9, 1947 Pretiding: W. O. WlUON, Manager of Safety. Standard OQ Company (lad) Customer Halations in Accident Prevention By EBSC V. WEBER President Ohio Petroleum Marketers Association, Incorporated Industry spend* millions of dollars- a year attracting the customer to the product. Once relationship becomes firmly enn*tiled, it is difficult to disunite. Death, nridat. aos- Petrolevm Section 15 ous Injury, or heavy financial kas to the cus tomer can do it, aad ia dong it and will continue to do so. The to which these dislocations occur vriS depend, m our in dustry, on bow good a jefc we do in teaching out autonoi how to wc ponfoua products. Many cottonm do not taw how to use petroleum produces properly. It is dm only our duty, hoc the soundest type of badness practice to employ every man* at our com mand to trrocrone that hazard to the busi- new ledger, is addition to our duty to guard against damutim of life and property. In this country today there is a burgeoning market--the fans marks--where, lor the fim time in the tuuory ot the indmery, large quantities of prrrnhum prodsd* are being turned oxer to private dtlaw for tamper- vised stonge. The diy dweller, if he wens anything at all around his heoe or place of business, has a buried luuwit of foal fl iaa tank super rised by law and within easy reach of a fire feputmw, Im^ikih, Iwt-sid aqoad* and the like. Yo, petnafewis amdeots occur in dttei. How ranch nett liable to acridsu. then, is the hum, wbac them forilfrfcv ire farther rtj.t-,r.f| aad where fartaiiig qoudtiei oC gasoline are being sieved, often nnda im proper renditions? It is our prime doty to cduatc the form ^mf**** of the nation cm the ole usage of petroleum products. The farm is menrinned specifically, sot only because it is the rant important problem confronting us. but mho because funhtx re marks are to be mnurtrred is the light of this growing farm !-- Cwcar protection usually mans the pro tection of a family. The mary young and the very old In any family are panicaferiy sus ceptible to acridwu. Children, especially younger children, are filled with curiosity about everything. They try to cat or drink everything they can cna down these throats. The drinHog of pcDxriona products by chil dren ha ramhnd in many Ulncmes aad a number cf sww -An moapkae aorscy of the io-yar period odfeg Daomhar ga, sfiffi included reports . ms mare dm* geo owm of kerosene poboo- I ht she Coma* Seats. Thfe tint (hear mmn heemmm amt run of kerosene prevention is to keep kerosene out of the reach of small children. A review of the in dividual cases dearly shows the dreosstaixet under which small quantities of kerosene have beat left within reach of usnttendcd chil dren. The only way oil-company agents may help to reduce suds accidents Ja to explain repeatedly to customers the serious effects which may ensue if children should drink kerosene. Children are not the only member* of families who suffer injury and death from the improper use of petroleum products. One of the most flagrant misttwrs of a zootoe fuel is to ua gasoline as a dotting fluid. Use geiMnl availability and low oat ol gasoline crates an irresistible temptation for many people to use it for cleaning pur poses. This temptation results in many and hmuinaable painful buns. The National Fire Protection Association estimates for the ts-year period (1990-1945) at least shyo fatalities have resulted from the use of pwliar for cleaning purposes. If this is a (six estimate it ansi be assumed that on as average at least 5 people die each week became they use gasoline lor dcaniog. It is significant to note (hat the figures re ported toy the Association ia July 1945 tor the 15 preceding years show a saridfer kas of tile by fire at oil refineries and bulk oil distributing plants than from the use of gasoline and similar liquids for cleaning purposes. The mod serious loss of life by fire re sulting from a mirosr of petroleum products, according to the National Fire Protection rec ord. arises from the ,aw of kerosene, range oil. and fuel oil to kindle fires. The NFPA estimates deaths at the rate ol one every day resulting from that quid* but dangerous practice of pouring a little kerosene 00 a "dead" or dormant fire. Those who kerosene In rid* manner may do so hi igno rance of the volatility of such a fuel at higher temperatures. This should not be true, how ever, of chore who use gasoline to kindle a fire aad yet the NFPA figures would Indicate about two death* by fire cadi week from such a misuse of gasoline. in commenting on a record ot about xfloo doth* by burning gasoline aad kerosene, Robert 3. Moulton, Chairman, National Fire protection Aaodation Committee on Fire Record, reports in part: *Tn practically every instance it can be shown that the daths have 16 35th National Safety Congress, 1947 been directly or indirectly due to lack of ordinary cere to the use of flammable liquids. Gasoline and vbnttar fluids used for borne dry cleaning purposes io dotitioo of every sort of published warning, the use of gaso line or kerosene to kindle Are* in kitchen coves, and bd.ot proper care and mainte nance in ftiuvg oil stoves and lamps are ropoorible by far tor tbe greater propor tion ot these It is intooting to note that oil-fired furnace* are listed as re sponsible Car only *4 of the *466 deaths. This may be explained by tbe fact that oil furnaces commonly used are of a standard, well-safeguarded type installed by man spe cializing in this type of week, whereas gaso line and od scows, often of improper design, axe p-wimad and installed by the bourn- holder with no expert superririoo.'* Many have been prevented by pub- the dango axtsing from irvtuif of petrolcna products. 5acb publicity must be a continuing activity especially directed through teachers to reach children in rural when kerosene and gasoline increasingly are stored in, balk in such a as to be cutty accessible to every member of the flsmlly. acaasfbOicy and tow cm ot tbe bulk Stonge of gwJin and kerosene snakes it dificnlr to provide dtaping solvents and material which could be imdrtsJ far aaic on on farms. Some fed that the anbsritnrtaa of'satay aolventa and nitty kin- dHng material are a nccomry dement in pieventing ftanmable liquid firm. Many safoy solvents are being marketed, and their sale should be accelerated aa a naitek method of providing safe dry droning in the borne. It hw been suggested that the marketing of safety ktnrilm of absorbent material to be nantid with kaoeene--even corn cobs if dipped in kerosene--would contribute --b- stanriaDy to a reduction in deaths by fire. Ckady related to the safe use of pndtun is tber safe stooge particularly in bulk' on farms. This object ready bn been given a great dal of consideration by the neat' noble liquids Committee of the National Eire protection Association. The Association has adopted and published a standard foe fjurm Storage of Flammable liquids, which. if-widely dmilstod by ott companies and if used generally by frnnrn, would enctribute substantially to fire prevention 00 tbe farm. Oil companies tboald give serious thought 10 tbe dissemination of *hk material. As an industry we should work in dosest and heartiest co-operation with public offi cials who have safety responsibilities to dis charge toward tbe end of reducing the toll of deaths and acrid' no from improper han dling and use of petroleum products. These public officials will welcome your active help in this respect because a large percentage of them are not fully equipped with technical knowledge having to do with the products of eO. In the development of co-operative nda- inm between the industry and public offi cials, the importance of the office of State Fire Marshal should not be Overlooked. The relationship of cordiality should be estabibbed, a* well as a high degree of confidence, so thpt the Fire Marshals and repraeoutivea of the iarhoMxy can work together trustingly and cunstrssrtlveiy in the fanoula- tioa of mfiety practices, a rdatiooship of this danflg is likely to cootribute mock to tbe adoption of sound regulatory policies. A pm deal of public education am be cmdnaod through sovke stations. A well- kept station, where there is plain evidence of good sasy practices, la certain to impress nlimta. arid in ndi a way that their ob- fivrinus win farm--e good mfery lames. One of tbe growing evils around service sta tions is aen in wanting on the premises. This hazard frames from both tbe asstamm and tbe rmplnycw It is not an i.acomoon sight to see mBomoi noting in their can while imcUne is being pooped into their tanka. Yam need sot be reminded of the danger which attends. Much of this peril can be eliminated through a fcfawt id dip. Io--Stic caution from the man at the pump. Some station operate-- refuse to nakc a fill if the costa-- Is --yoking near the island. Sorely the Ingenuity and initiative of petroleum marketers can develop ways and wans of curtailing the mfnnr of parofeum products. Zmycms of us Is the oQ badses ihoSM do onr bit lo Idling our tunomci bow oar prodam may be stored, handled, and aed mfdy, economically and efficetlvtiy. It--rt-O--N 35TH NATIONAL SAFETY C0N8RESS r N A T i.S N A L SAFETY COUNCIL, INC. 20 Ml. VACKER DRIVE CHICAGO 6, ILL. Foreword fJHHE Transactions of the 35th National Safety Congress and Exposition of the National Safety Council are pub* iisbcd in 29 volumes. Volume I includes the Annual Meeting, Banquet, Women's Activities, Index to all volumes and List of Exhibitors, Volume II contains the ASSE Session and the Industrial Subject Sessions. Volume XXIX contains tbe Early Morning Sessions, "Psychology Yon Can Use." Each of the other volumes is devoted to the sessions of a single section or division of tbe Council. Tbe transactions are a record ol "the prar--}ingy of the Congress, condensed and edited for reference purposes. Tbe complete original manuscripts, many of winch contain charts and Sfastrations which could not be reproduced here, are available in the files of the National Safety Council. Tbe National Safety Council seeks to eKmlnate from db> * cusskxs matters not pertinent to tbe a*TM of the GoondL However, it cannot accept responsibility for the views ex pressed at the Congress or in this record. It is expected that the new format of Transactions will permit wider and more effective use of tbe wntfriil re lating to various folds of safety. At the same time, the whole set provides a complete and indexed reference work on aQ phases of accident prevention. ^ THE NATIONAL SAFETY COUNCIL 20 North Wockec Drtrw Chliygo A QL , mm* ik *.i,l 35thNational solely Congress Transactions m vot. tlrfcnnl Md Cnl.g. iMbn.......................................................... Xt P.j.fcnlnai T Cm Dm CEarfr MnsiD a.Mdnnri.............M races or mu copies or atomcma. now VOLUME tiw . TlOatam??meopTMim io*to999ccpi** nessrnor* lew than 4 f|u f ateu S .*5 .a. t >} * *! t ip 4 fa J " ao" w" 4* f* pa**- * -S* ** -3* ** -3* " orw 9* pagn ' ' -*5 " <tt Qflsw tsc of TaaetUaa (19 NON-Umn pkn an doable mmber prices. Power Press Section Executive Committee 1947-1948 General Chemaon-GtORCE Vi. GREENWOOD, Sate; Dir, Wmcn Electric Co., Chi cago, IB. rict-Chairm iHntjCHlt l- SMITH, Safety Eng, Central Docsk Co Fort Wayne, led. Secretary--WM. j. McGHESNEY, Safety Eng, Scovfll Maontaciuriog Company,. Watcrbury, Com JVmt Letter Committee MACE. R. RRANTZ, (Chairman) Stenrt-Wuner Cocp, Chicago, DU ROBERT J. 2CE Safety Dir.. Industrial Safety and Claims Service, loc, Chicago, XU. Engineering Committee--CHARLES CLARE, (Chairman) Amt. Safety Siiprr, Dodge Djy., Chrysler Corp, Detroit, Mkh4 L A. FAULKNER, Soprr. of Machine Ccudi^, law frmaiiM Dept, Liberty Mutual In*. Co, Boston, Mass* W. L MANAU, Amt SupC. Eng., Depc. The Fidelity A Carnalty Co. of New York, Cfefo^o, HULK. WISSMAN, Minster Machine Ca, Mfosar, Ohio: RUSSELL JOHNSON, Safety Dir.. Crooame, Toe, Chkage, m. Health Committee DR. EDWARD j. SCHOWALTER, (Chairman) Western Dearie Co, Chscago, BU DR, X, E. HAMLIN, Med. Dir, Aaaicu Brake Shoe Co, Chicago, HI.; DR. T. 5. O'MALLEY, A. O. Smith Cwp., Milwaukee, Wa*. Ftmel AM in Training Committee--LEONARD COLE, (Chairman) Safety Eng, Crane Co., Chicago. IB,* RUSSELL JOHNSON, Safety Dir, Cxooame, Inc, Chicago, IU.; NORMAN J. LIND. Safety Dir, J. F. Sceburg Coip, Chicago, 11L Membership Committee-ARTHUR R. GRAHAM. (Chairman) Bituminous Casualty Co, Chicago, m; HARRY COIN, Safety Dir, Firitm Body Div, General Mown Corp, Foerise, MklL: F. W. FISKE. Safety Dir., The Brcwcr-Tittfaeacr Corp, Coctland. N. Y. EDWARD SHARFE. minaii Tool Works, Chicago, 111. Program Committee--PAUL WINDSOR. (Chairman) Safety It Med. Mgr, R. G. Ut Toumcau, Inc, Fcoris, DL; TOM PHILLIPS, General Electric X-Ray Gap, Wilwaukee* Wiu OSCAR L ABRAMS, Moore Drop Forging Co, Springfield, Mam. Sectional Publications Committee-STEWART T. COOPER. (Chairman) Safety Dir, Nine teen Hundred Corp, Sl Joseph, Mtrh^ LOUIS HAND, HomhiOeHmbcy Corp, Chicago. GORDON R. McCLUKE, American Can Go, CSticago, DL SUtittia Committee--BASH. BURNS, (Chairman) Western Dearie Go, Chicago, DL; H. B. DUFFUS, Seprr, Ace fit Service, Wcstingboose Electric Corp, E. fjiuhu|b, Pa; CARL C. BXASOR, Statistician. Div. of Safety A Hygiene, Ohio Industrial rcennjwlnu. Male OSct Bldg, Cotumbos, Ohio Off-The-Jeb Committee--ROBERT E. CARY, (Chairman) Amt. Mgr, litd--trial Rdattoc*. Solar Aircraft Co, JDcs Moines. Iowa; BERNARD X. CLARE, Safety Dir, The Cterriand Hardware A Forging Co, Qevciand, Ohio ' MembersetLmfe--*E. C- WOODWARD. A. O. South Corp, Milwaukee* Win; *C. A. DeMONGE, Kebey-Hayes Wheel Go,-Detroit, Mfcfe; W. a BAKER. WOli*** 03 OMatie Heating Corp, Blootningtou, DU *G. H. BERRY. Western Electric Co, lac, Chicago, DL; *H. C. HOWSAM. Howeua Spool Co, Amora. DL; *P. J. HUNTER. Motor Wbcd Corp, TjhAh, Mick; G. A. KUECHENMEISTE3L, Dwdaioa Focge A Stamping Co, Ltd, Windsor. Ontt *T. O. MEISNER. American Can Co, Chicago. DL: *V. G. PENDLETON, Saugus, Mask; *B. E. ROCEHOFF, Detroit Seed Produas Go, Detroit, MtA-- !_ C. SCHULTZS, JR, Ci Hager A Sons Binge UXg. Co, Sc Louis, Mot *L H. SLAYMARER, Fairbanks Morse A Co, Beloit, Wlat *E. J. WALLMAN. American Brake Shoe Co, Chicago, HL Stef Jtsprmmteifpe--ARTHUR S. KELLY. Nadeaal Safety GouacO. Chirage. HL Fast General Chairman 4 - . Power Pres*.Section TUESDAY AFTERNOON SESSION . v ; October 7; 1947 - E. a Woomus. Safety Director,. A. O. .Sasith Cwpbiidoo Msmoritd to Bm Grdngtr By CffiCJHGE tt BERBT , Sdfty Ehqliiftf, Woctarn Elaetric Co., toe. Ben CntiifB Is gnoc. Com AM many }n Addition to hit safety work at Bendis. months. We who brtathsRvhkaga,-vim*---he>l*o xmd for fear yean as chairman of rejoicing at Ms-1 siiyim.-i asstaff repre- Sooth Bend's Safety CocndT* Indimtrial Diri- ventatrve ior the Awi Item Secikn well doo. as other sections* still on Kandy Wkw Ja.thc oariy days of. the Last World War that he is gooe. It scrum ban yaaeraay that he went with the Newport ShipbuSding Cost* be stood at. the dooerinonting ihc.attgrxltntc , pany at NewpiotL Thu- at our seariona with a view toward obtaining Later be became safety director for the a larger room foe us at thin present Congress. Ingalls Shipbuilding Corporation at. Pas- U doss m sosa poaSMe that. we. shall cagnula. Miss. - never again see fab genial sonny soBe-thou Haring-filled various offices in the Power we on am ipia pkh up the telephone or Pres* and Automotive and Machine Shop.Sec* write to Ben asking for advsee-oer Jean upon tiom down through the years, be was a ~nat* bias for guidance in the Iowanlatino of uni** for staff representative of thae.*cakw programs or fee souse -idea boa* his vast when he joined- the National Safety Council's storehouse of experience. uaR in 1943. There was nothing sHfish about Bern. He - ^ practical man rather than a itaraidaa had no Bare Aw seif publicity. He was soodest be.was mom interested in the - means, and to a fault. He ashed notMeg mote for him* devices ior preventing accidents than delving self than hc*d Bte to give to others. He talked ioto the theories of programming alone.. Kt atanguagewe aO conld ondmtand-aod A* a master-of personal: rdatsomhips, we liked him right from the start. - - (which he. preferred is oQ "getting along Ben. Cnligsr was bans April 4th. tfitt, .with-the bstys**) he was h^ily succoshil as in St, Locus, Mlmeeri and died February itch, a tbop safety ms aa well m a ttafi Tepre- 947- sentarivc. His coQeagam at Nariooa] Head* ffi soviet to misty a ot a kind and quarters cell me- they- found him to be a quality (tapIfnard by few men, It cum **caustie critic of *fany* ideas and an: locx- tbTowgh a periud of 54. yean ahnart exactly haustible source of workable ooejk" ; --......... paraOri to- the hisaeey ot the Nsdcsol Safety . In *u|m,n sdariooshlp Ben Gdinger set Cottbdl ituffl ''' u """f1* which wQI be difficult fix many fas aricfitlan-<0 hit seasonal aothritiet. Ben of us who remain here to follow, was a'staOach mppoeter of the American So- - As Admiral- Gregory, so aptly said at the decy of Sfctey Eag$aem.-His feBowsbip and grave of General Harbord in Aiiinguut Ccme- axalth of -experience m bankn rdarioeship* tary onthetut ollast August: and safety work will be nussed-by countkm ."Half of our- troubles-;we make ounefive* tricuk la 'indntriil srity fiddc- by rebelling against our misfortunes. As soon Ben Grainger's fine industrial job was that as -we can accept them, can say-and beilevn of a plant engineer with ibe Stiombcrg Cad- they arc- for'the best, their sting is gone. ,*on Manor Devka.'GoB^Ahy-of-dnesgo id Tnudng in God, -wo-shall not fancy wc should'be happy were we only somewhere In sgss -be took c&aige of stlccy work for ehe, hod we only that something rise which tbr Bended Aviarion Corporation of Sooth seems to ns wanting in our. frrm. Wc shall Bend,' Indiana foie whom' be established` an fed that God* pnr us exactly where wc are, enviable program"of:setkfeat preccntkm. ' sent or withheld whatever was right; and 6 35th National Safety Congreu, 1947 oar put is only to do the bat "we an with the `orients' He bam tent a*, be they ten. five or only one. "The one who walks ttzaight forward on the path of lift, with do backward glances at yesterday's --hies and wanderings--at pace with **--**, at peace with God. wffltag u> live, oot afraid to die--knows a bappi- nea beyood the dfcturbtag power of all the outward acrirtrms and changm of life.** la of Ben Gningrr 1 n reminded of the following payer adopted by a rela tively new Cut growing movement through out this nation; "Cod grant m the serenity to accept things I cannot dangr. courage to change things 1 can. and wisdom to know the dUfeence." Taking ih* Pouch out of Punch Pros AccJd*nt (A. Symposium) Ducuin'M Leader -- Paul Windsor. Safety and Itfwthal Director, K- G. LcToonnui. Ian Thioogfc XnvMtigafim ftwiffagr Cenucu W. Gudotoos. Safety Director, Wests* Mectric Co, lac. It is our uodc--atiding that aoeoniiog to the Bureau of Labor Statistics, United States Department of Labor, approximately tyxo power press disahliog injuria occur anna- .ally. Obviously, our irsriTch project is not yet hilly developed. As yet it has not had the opportunity to prove its srosth, but it is sig nificant >h*> it is beginning in a rime when industrial activity is at the highest peak in history, and our annnal report is presented at a time when the safety prof--ion is called upon to oontribaae to a better noderWsndtng of our marital accident problems. The coabflnriwa of your firms in sending in cue histories of dhabtanf pen-- pros ac cidents iwt alliad purnw accidents have been significant in --Vieg these semioos at the Cmptw wefi worth any safety man's iHWIlhlWfe The report compiled bum yoen- case his. toricx bu been sent cvesy nndrr ot the section. On the "A" side of this report are tabu lated those injuries that relate specifically"to the . of power pemu -themselves. On the revene ride we have an accident setup whereby ifimbfiag injuries other than thoee on the prams may be repotted. It Is our hope yon w9 take these reports beck with you and 81 them out covering, some tit^n| icjariu that you have had in the put ta this oupty and send them in to Mr. Art KeBy. Seal Representative of the National Safety Council for the Power press SetriotL Give m your cooperation, and t am nit* that next year at this rime wc wiS ba abk to give "you twice as anch information w aqe able to today. The coming yor also should see our sec tkm strengthened by the additioo of new mrmVts. Ooe would be --thinking ts state that the task taring as in developing a con structive pennr press program im a simple ooe and easy of cxccatjou. It is a project that demands the ben that the safety profaooo can ofer. It calls toe cooperative efloct on the pait of creij--. This national anatysu is but a step in the proems of providing the . united efiott and imniiil program of acxivities to vital In the ptimutioo of power po> aeddents. It it the hope of the Power Fi-- Sffiioa that it rosy be able to work is dose coopers rioa with Automotive and lfaridw* shop Section la achieving this goaL Bat. in the final analysis, w are dependent upon the Individual aikly -- ami safety regiarm whose contributioei will be in (hie indaocriri plants throughout America and through whose tlutu f*M sod employees will develop the "know how" to pcxvusc power pc-- accidents. This paper doafta takly, the vxidem fica which have been icwalri ftauagli an analysis of data covering laindteds of power pc-- aoddeats. The uaalyvls ptwntad uhiu approximately 500 poach pres orifcan .alone. It attempts to Qh--e the p--fTslitig of suds a laasc analysis --had of wring came groupings. Jtwt to the extent to which it succeeds ta reflecting sporiflr comae group ings this step should repraent a eocp in the Power Pres* Section 7 direction of rimtiRr- hems. wAtw* -- -- a I florid like to ticks with y-- the way this particular analysis was ut up. Wc went out into many tad--rial y*--1" throughout the country wd dawnmed rich an anatyris with brmwi, with engine--, with mange* This is the breakdown of 1 raednnhal and/or pkyaAaS wmriBri-- of power pc--a anting AefaBng tajwries. At the sogg--i-- of the ngisttii sad the ilmrruiMii people and perns mauntactotets we broke it down in the following wMwad eategasksi Tod rnstilleg. MsrtiW Guarding; Wachdee Caaid Adj--mroi; Tool Dtrigsj Machine Daign; Stock Ftodtac Stack Feed Reel; Band Took; Luhrtc--tv; Body Foritioa. Sosee of you aicgetog to eak why we put in the category of body poritioa. If you notice that, under that of body pcelttan wc have stated "Operator soD at pt-- doring adjnteat by other -- P*0?**-" Use were three am 2ato w in which I dflnkfly reeaB there woe kgcr ampqtattoos betaeae the operator --a arin man ttaxted to week -- the press, --d he stepped oq the foot pedal and Ms fellow rmplcjse so--land finger ampumit--- One of the suggesttarn we can give y-- h to 1 to wash -- a power r should not ric or In the last three pegas -- odk tboM 1 riuo hum a xxatatag point of view, -- de veloped the InPouieg *--^-g- Feeding With Rand Tool--II you notice, under that heading the out-standing fault was failure to me twu-- or pttm to bed or remove Mock. Dmiag the comae ef the year we received a let-- from a fine which add. "Wc want to report a pewvr pr-- ac cident in which we are ray happy that the woman operator va not tajomL Wc axe rending in Isr y--r coDetti-- a -pair of tweer-- that the pd wot adng at dm the pr-- was oprrerlag." There was a repent oq the pc--, and this is what happened to the aluminum pliers, so you can see wbat nl^it bare happened if the young lady had not been taring the pliers at the tiam the pr-- repealed. ` Quite a taw amputations were caused by lack of coordinating between two persona wmktag -- a pc-- which resulted ta injury to asm of than. Adjustments are a pertlcu- lkriy acute problem in small plants where the povu pr-- openton hare to TMv- Vm themselves. The above accident tacts, as brought out in the tasted can-- of punch pc-- arrhhv,t, attract oar attrotioo before areas of activity. Three are first operations, subsequent oper ations, setup operarinns, and maim--ce operalions, ta our study e only those material-handling accidents which were involved ta actually Seeding the sod tarn' I should Iftc to that tape--ad us. A tatalky was reported am a pc-- brake ta one mrnpany arboc they were boning over the pr-- I--**- There was a steel bat ta the crank shaft. One employee was --reflag near the fact treedk; the other employee: was behind the brake. The employee ta fiesi of the hsta acre- dcntly stepped oq the treadle. The flywheel started to revolve. The pawa t--been turned -- by someone and this bar tmd this man in the head fcaiing him. We Srit pretty bad about that Tirrmni a number of fines --eh as oar own have developed a creak abaft pr-- bur which spring armsred sad when anybody re learns it. It thzoM the bar dear of the qmI shaft. If that ynfaiiW> fata tad known there was Such a bur available or couM be made, perhaps that man would be taring today. It is ditacalt to vimaltac aoesc aspects of punch pr-- operatic-- which ac company accidents. Famished with analysis such as the above, it arffl no longer be acces- aary to speculate. The preventive action needed wdi be pement ta every particular. After such accident ta-- have h-- mde dear by review and stay, the real a-- to 'cornet got accident ritnatioos may *y>m* apparent. Meanwhile, we can and we mint initiate action ip eliminate niu> gums as re vealed ta this analysis. Until wc can see our way more ckaxty, ft will be neoemaiy to think la tetms of a wide range of poefibOj- 8 35th National Safety Congress, 1947 ties. Four method* of control suggeM ibcn selves; engineering, inspection usd scheduled facture*, *o that;they can give ns safer ma chines in the future. The average safety man is so far from bring informed that there is maintenance, training and management in iiuje or po recognition of the advanom made terest. Since the foliowing speakers will discuss these 'methods of control. 1 shall restrict my remarks to'tbe major areas which a comouc- live power press program will indode.'These art: research. such as this project today; In* ccrprelation, Jn terms of .treating this study as we have, going out into industry itself to see what'our foremen'wanted to know, in knowledge of human behavior which am* be applicable to power pros accident prob Iran, - Application--By ippliatioa-M iaon the methods fay which our combined knowledge may be put to work- to achieve ous. com- mos objmitw-(lie elimination -of power pn aeddepts.; Application may lead in- the following directions; - - what they needed to know;' application and 1 (a) To establish ycrifir objectives or goals evaluation. in each plant. Research--The purpose of research is to (b) To examine present practices in' light give our .program direction. Two areas of re. of them 'objectives. search are fundamental; namely, the needed engineering, inspection, maintenance and supervision essential to eliminate unsafe me chanical and/or physical conditions. Second ly, the needed' supervision and training es sential' u> eliminate the unsafe acts of em ployees. , .* (e) To make specific recommendations for changes in present practice*. (d) To develop technical materials oo pre venting power press accidents. We hope in .view of the strident information sent In to revise our Safe Practice Pamphlet and faying our safety instruction .trainings cards, our . I should like to make this mention of . data, sheets, our films, our posters and every training. 1 would like to refer u> it as our Chairman. Clark Woodward has often re ferred to iu It's a thing that everybody talks about but my little is done about it. It has - thing chat has anything to do with power pros accident prevention and engineering up to date. (e) To develop studio of such data that been my experience- in going throughout . are practical .and useful. This, of course, these United States that the majority of our calls for the development of recorded, in training is not done in the training schools of . formation which is informative but not time big plants. consuming. That's an Important. thing. In Most training is actually done on the job. and it's going to become an essential part industry today. We hare to put oiir. safety on an economical basis. of our program to furnish you people with Semination- Evaluation will be the method the "know bow" to indode it in training for determining whether or not our program your foremen so that they can teach the has produced result*. We hare a -tangible employee*. mature of evaluation in the reduction wc . make in the number of power press periderts. Interpretation--Thar: is a great need for - Of.first importance la the area of fare finding specific.interpretation of the research.. The studies which will give at the cause and-ef professional safety man and other industrial fect relationship of power pres accident' personnel ajike are far from oouvenant with ' The analyser furnished this audience should the best and latest developments in tool and machine guarding. Tor that reason.ibis ycar make safety people concerned about - where they are going In their work. It should give we have added to the Industrial Executive os all a desire to examine'our mietboda.aud 2ommiUc of this section. a representative * submit some of our theories to-a most rigor rom the tool manufacturers* industry and - out examination. Although safety counrib >ne from the press manufacturers* industry, vith a view of finding out bow many safe and safety people have their parr to play, In the final analysis power pies accident guards .can be built into tools and machinery prevsjtkm, if we find it at all, will be in- the >efbre they reach our shops. thousands of-Industrial shops where, the nn \y think that it's imperative that every dc of iu make a major contribution to the ool manufacturers and the machine manu known foreman- or supervisor builds the defenses against accidents in the minds of his fellow .employees.. . Power. Press. Section.. Tdkhsa fhft Pimcb OuIoiFlfcScbi Prisssl By HAJlftY fc.'tX>!W Safety Director. Fisher Body Div,, Genera) Motors - Corporation - 9 tn^tbe early days of accident prevention many'ot us thought that accidents would cease it all :dies. were indosed with a guard. Others 'thought' 'the hand button coolrob were .an ideal^mlay'derioel There were Back' In the' early twenties ibe need 5w' mere dTdency. in the production of auiovm>'fale body . para , required tremendous incremes'in the weight, and capacity of large presses. At the time these presses .were manu-' other* who thought the sweep type guard would do u. acrepubfe- 'job. 'Klawy-other typa .of st'fety devices aiid. gadget* were 'fa*, uoduoed with the one thooghi fa mind-- "Taking the Punch Out oj Pttnck JAum". fsaured it was considered quite an engineer-' ihg Teat to hnOd them so "that" they could stamp out large panels with one stroke. -Very Cule .attention was giveh to the designing of. safefy^mioibe merianina. Store that When all of this eqaipmqii was introduced time, however.' practically xfl 'Etrge 'presses' inm--tudLntjjf life saafem-ire vrewt-'down- tome rtOr^aa .%otn "the -maimtacrem* tool sossewhat, hm aoridems - fdttdy equipped with safety devices' which operators and fptrenen. complained chat riuTe.thaa comparatively safe to operate. guards or safety, derica of any kind stewed down pfbdtactjqn. hfkny times'the value of safety^ ^tilpiheni bu. prases of any type wtt .quesflor)dd,'*'fidifever, safexy equipment Cor prafe* gained, headway stcad3y.' Finally, drahri-.'comidcrehle analyrij ihe vaduc'of safety equipment fa probes from`plants all ovek tbe'couotry.'.r believe we cab arrive at the following cMduidbcu;' ` I.believe that we. ail recognize.that she most effective method.of taking.thg.*Tun<h Out. of Fonda Presses".is.to.erjdcqp tbg;die tn mtdfcn way tiut.operatre<-handfi.will, kepc out.of. the. danger aone yet -sflow work m be ted.or bald through openings ip,,;th< eocSosuraL The guard^ thenaos effective fawoier.ro izunre. that..thc..0peratpf esn, not pfecs his. hands in. the-danger rone... . t*:Trhac-..peopec^pxasds.:whkb.,keq.fhe .....hands, out.of.thr-danger, moe have pee. . -..vented many asridenta.. ,a^ Aafety,idnku. along, skfeot proper in- ; sUttctkm.-areInadequate to. prevent.ac> ,ridam.-,.,..:!- .. ; UiS.j ..... S- The iiwnHirfae; of-the. proper- type The criddriue guard oof' only 'protects tbeoxtios aund inexponehebd employee, hut alio! the.experienced employee from'freak ac adenta tint cause' serious a'nd 'permaneni injury! heavy,esmpenatton costs'and higher uwiranre.rate*.""............ T -guard -ou./presnca,b amuranoe .to.: the ..' ^mplopemlfhnt dm anpleyefJae done, m : niidt u pn--ihfe.to ftK.its wishing fclfcts.; .;! ._v./- ...giiThwi propter:- application:.:* guards JCrengthcna. -the:; foremu's postmm. in .thepcerentica:ofactidemi.and. creates an afe.oEsincerity. oa farspxrtioihase wbikfiaynndre-hhKtifaectiop.: . :g-OqLJlMmexiit:i-beefeMw- .tipipneiit fanixai economically sound '.'.''Tbe-'siispfestdles-to'gwaxd are-these Used iii.:blanktJDg*-aad-'stirfp feeding where the operaroriholds' and feeds the-feock-through thv diei-Yoo havr proCwhfy -hard It -nld thai it-was ndt nreewtry-to guard this type bf operatiem as theoperator wm not mppeted tnyo asdertbe ram. But It -still is pamibte tfawri-fste aay-'ahd m-1owg a* a fawxud erists otr-asr- operation--of--tUi type fa- mtM he guarded ii we are to prevent aaddents,- - - ....^fohdpisg.^-ptereMeqa^niKBtLfalV -. .lit.addilian W.lfejnsy hazards resulting ,.fL Thu Hgfedqpw&faf ^roaxsloi-atafesLin industry, .by;-the usi ofsafety. derive tfat:0uc.rrcsrs,:ia.omfc-ofc,thrir-.'|pvade4 icdefinfag.fetetnzea^:;; fnfan^-fioreiaL.operation of,the pros such as tripping,tbc.'juraa at ijme or rcaqh- uo-ro fix feat fa srnfBg, three are many hazards .involved -fas waking dose to a.jdatigcn>ufc, napeofraad. jrtpidtr footing y^ila myngdifiom. there ssettr was effem .WillJb*;:A`:'flkfe^r:deyxfi thal.ihiodered ptatHaetkm^/ piece,ot foachioery^ soda,as-the.punch and dfeJoLa.ptrodtpnfo, juat a threefain ih^; around;, bnguanfed.-.gfofo, ebafaq,; .fe^t 10 35th National Safety Correa, 1947 drivm. If anything should happen, a serious teddeat amid null, wlmw if fbt danger It is impendble for a person to his undivided attention to one adjea eight bona witboot some mental or pbpical div trartions If an employee lisppiin to be opw by worry, tired or sleepy whkh can mad dm happen to iS of v n m V day, the chance of his atlnulmi Waf dbtacM is even greater, pattiahrij la the care ad new and inexperienced operators. This is the rime that a complete program will pay dividends. In cbwling rnosea of accident* we that amd amt arrirtena have by oapcadlctable icesous such veawdau, dbay qaft a beast attar*, a pan dropped on as unguarded float male, or the preaa may repeat, the na hi mmrthing the happen which ft not mUpnoi by the epemor. AH of throe 1 k k m seem that pfoaas Midi 1 a wefl flormafaoi rat t robed theft efldcacy. tft went dare let onr % rfdaftfa. rvrirsftalag. mS^gaS fm fthg aea that vends am h pfa fa Tcddnq ft* Pooch Oaf ai ftmm y Chftf of Machine asoco yen am aB Intcrated In the _ pros end of maanfoettring. yoa any to a hkf look at the general scope of onr activities in this direction. Then ant insmlsmirfy 973 prams of a coodfoabk variety latsMi amull bench peases and tbenc rated at a thnnssnrt ton capacity. They an and am a wide variety of wash requiring a high degree of intnvhc&geabfUry. The ppm Minna Incftrie psactkaSy aB of those known to the prat work Add and re quire tools from stable drinking, faming. drawing, and minding dka to opfBattf oombfatifoa took with seven or eight saps on past, carried along fas the soap ikclcron until their final opcrarioca are oonpktal, after which they are sepuzated c* dipped oC. These took are fad with automatic rod fads; otben are Twigsiliw Sad or have dfde devices fa secondary operations. Dial fade, hopper, and tairnym fade are aba awi The type of organization known as the prodnet type shop requires that these ptean and took be antlered throughout the plant in stead of befog concentrated in one location u la usually the case. The maintenance of this equipment among aQ, the rest of the Machinery required fa manufacturing b done by ftinci al mariihrifa, deotidna, id ether tzxdamea and groups of ycdiHet and b carried on by a central- Soma of the mecbanlca are awigrwri to various field location where these b enough concentration of machinery to warrant fab vigllaiitt and activity," If tbdr b dsregifirrl, It ft -acri- tar that gmaly nan fa. age or acrfcftiui whOe the punch psoa tool ft befog set ^ or befog rownvud. The bide ueabti of the frame, the Mg. mourning screw ud adfostlng bfa afa lotting ant. The baltk flmer anrfaa h faced with a Mgh-grad* Msg whkh has good frictional qualities. We mu fag blit Power Press Section 11 or specially prepared Using material. Id some aea the lining fthdd is the brake frame by non of soft copper'or bran rivets. An other way Is to bare It embedded carefully sod fully Into machined depressions or pock ets of the frame. Care must be taken to in sure that the lining is uniform and is of the correct Ihicknew in-order to get as mods surface as possible la contact with the brake dram. Another important point In getting fall bearing surfaces b la the mounting of (be broke itadf to the machine. It must be bolted so that the lining seta spnidy with the theft. If U kot, only alternate edge bear ing wfS be hod. We are concerned about bearing so aa to be lasnd of the greatest amount of frkxioo pcafMe between the crank shaft and the lining ft order to provide rather' wmftfvc adjoanL If we hare the bearing sachet groreatusad ro one line; it b peafab that the broke frame wOB crack because mi fat aeoamry promt applied to the adfwaiog am It Is almost equally undcafrable ftw fit hmriag mitsu. cooeeatmed at fa mmarofifiro uf fa hfacc Ufthg. > mad to < 1 o(~faa fcifa wm read to Hi ad flhae fat Mg, destroylag almoat faffafaHti him, ii I stay came fa amt- If, the crank abaft wtB wop "* 1 at the extreme top of . ehm the na bring attached *: w3l aho be Mopped at anody oo tbit t wfcupl |0 fa *hi fa loom adjustment of the brake m fa afa allows the na and tool, became! f thrir weight. to CsB to their *<-- low power ft eC A mo) setter diet at mth Hams would be subject to amputation or other serious injury. The flaring of oil or gri mi on fa broke wiB of cogue reduce fa efledhrew of k; yet It Is often done after a broke fas bees adjusted to rightly. " than fa a u*iy move readjusting, someone short-cats fa job by squirting oQ oa fa lining. That the log and readjusting. While the maintenance man * freqomi checks w fa pofccsuaa.of the m- cfaforo Id bb territory, there are several tellHlr tigw wkkfc am fa npmrcr of ap proaching danger. Ooe s%a b a penbtest clicking of the dutch- xaechaniaa. By observ ing the centering boles on the cud of fa croak shaft to see whether or not the hi are lined up parallel with the vertical axis of the machine or by observing the na foe a seemingly lazy stopping action at the end of the operating stroke the operator can note the condition of the broke. A rebounding rata may also be crowed by a loom brake, A brake requiring too freqocu adjustments should be suspected of needing a maintenance man's attention. Kcgardkss of what has been ob served during fa operation of the press, the set-up man should check fa pros action before he removes a toed Eros the press and also before be sorts a setup. Wooden blocks axe sometimes provided to guard pn* tam fall but I'd not so certain that such blocks are always a total safeguard. Perhaps I'm prejudiced by having observed a ad ex perience in that conaectioo. Someone foiled to remove owe of the blocks before turning the power oa, a broken slide was the remit. Tretumtdy no one was hurt but a serious production delay was ezxountaed. The next daigable series of amputations ow the oattowel lb of faulty machines ft the dutch nwrtnnhm which transmits the driving power of fa prat fly wheel to fa crank shaft performing mnch the na* func tion as an automobile dutch which finally connects the engine to- the gearing of the ari wheels. That axe ouasms types and designs of dutches in fa positive and friction dasrificatloea. Mott dutches still ft ate are of the posi tive drive variety which are generally equipped with safety devices that prevent the pram from repeating snore than one stroke even though fa operator keeps the foot pedal hi fa operating position. The pros may be operated agahs osdy by allowing the foot pedal to return to Its normal nonoperating petition. Some of these dutches re quire good spring actions for flfe operation and require dose maintenance attention; springs that show spa of *--fatigued should bs promptly replaced and care should be taken that they are-of the cacxect die and hardnm. Since not of there springs are in hidden bttnd petition some emphasis as to thrir locution ifsewld be mode rise they they might be passed m Worn trip leven and latch pin arm are other somcca of trouble requiring dm* u- teatfoo. 12 35th Ntdional Safety Congress* 1947 Tfl talc signs of pay dsttk oadkiMl axe indicated-by uausual dutch .rwtocs mod ilag- giibMf.olaai(iii..eadLty})e of etaub ooeda careful aualyiuai>d. study. to detemhx iQ proper behavior and limitation*. .Them anal* yso should-ire placed,on paper in simple shop.language,. weil alOiaOTixd, .and, made availabletatberespoadble: maincenaocc.RKO. operetorv-and. set-up.men,....., ~ The subjed of tssl Ajspisg while <oh< parstlvdyampte seems lbc a bugaboo and Urn national report-km wight-SfDpittttiesx listed. Clamping aiotUDcns son at the bed of' the pros and depend mmiwhat upon its condition. It ewt be aqnarc with the push holder opening in- be sMt or cam aad its surface should be frtt W bumps nr deep do- pensions. If tboc modiboos aen sme --re fectory, It-snybe iifoms; t* have a aim* tenant* sen scrape eh* bed in nminhms it- is equally important that the upper posu of the-press-are in good ario too, ao that upper todl noboi bm good Wiring and tiamptog sorfaem. Mcax- the bofcser place condition mum W examined lor paraflellmi abdmrfacr imgBhfitks. The7.0Hty akore quire remrfadng. The screw holes amt hw good thread*.We-protect them screw bakes whew-not in dac with Abra php- made lev the purpmer-Lobre putiefes oi4ut,diipt, or ^erforaior; dugt-aboisld be thoroughly..re* anted from the bed of tbcprta and phw before- being bolted -together. One- of the mom common onors-* bohlng -is {header* tioa of bolts that are too long. A cesdtim suds as'this k met rherg . the. apt is jostled p. tight-against the. thmk but om agsipst tbe.bntxcr.f- > .The..botttwa,of the.dk. hekfar of conge adm be. free...of -aa.obftroafaretp 'good beuing^Tboa ttm.Kkctim^d tfampMer.thie tool.and -their. poattionfagimmk.bc.don*,o favor the .tool. *a& prew-.J brmJp ^ba^ one-.fif.ihe,ckmp*LithM.k.nQ?ronr staadan] equipment ami im. repfared. U .eUm*;. 1; a made of -hfn|<!n^.'an4..h designed to.pmdd&a.-.laag*.bearing supper foe damping.ibA.nMtitnd ledge*; of,die thidt .eoimgh ro ytntp.fo. spdngtng gctkm. ^ m^, ms-.th^.TO;,,pf four, damps is ,adyfatbi,..oe entree.'on ?** treawJy .Urge. >pbt...tia. wosild be increased. They thpttM .damp.^oq ihe ^ to.A.'FWfoio^ giving; bmtiltg, H^KP^pomO^; QpiWflvpps. are made to provide this condition. (Sketches on board showing various positions oi acmpa and damps m (kka view -igaimt. iadm*.} Upt (bo^iog sbmild ol'toun* bit dom aieuformly with regard to tightexung- tbe chap screws. Piling up of loose.' thin pisru to shim bp a damp-it unsafe m the pile might coOspw and leave ^be tool -undamped and out of control. The punch holder should be exam ined. to see that'tt has*`no buns or raised portion*, 00 any of its bearing surfaces tn detract from its. damping ffadcocy. The damping block of. the press and punch hold er opcifng should stmOady be amitinned (Jnder no dimsaxanoa shook! an ahrmhe be aacd am the punch balder to help keep it locked so place It rtaalri hi u ciptmln achruing job an the nmit the penakr takes held. Ill much oner to use the tarn earn when additional damping is requiredAll dwjpiog should, be frequently cherteel far tightness and 00 high*`speed preuc* tk checking mirwild be done more mqimtly. ts.sdsM put across mm of the methmfc for haepiag ponds picum and pcs took safer and mhcmaiR asp dm, a umuber at. idem im hem med. Mm. at them ait simple nd.mH .he amad hs wu*B pfooo hqt sea dqudeg foe jmnxin. only upon IW degree u which they jpv.WTM out and foSuuid Bp*.fr cnmpfctdor tool making dtfioiwui mans toAhe freak* of ta&ing as tgwvnring department. wro/W*. set-up men. and pa* .operators..uhch aa wseui or jtiditjied ud.k befog crengfated before ies. haul amanbfy.. A jgwfcoam superrtoo* cmefaOy explains .the. ftetism,*3tp<aed of the mshiei jool pam.redi m qsrfag pods, nip. yeas du aught bwmw tfjghrty dafadt to iHfarjda the toei Js ah together and. Ht lUpHUH fahio hdks.lnm view. When the cmplssd Spot jqpcso ou the,oprearing nag,.it iut a. tool miagtt tad no one need* to be in a fog .itpt in .behavior., resintenaace dtpartusmi bring rapooubfa. Cor. naming in ' new ' am* chnses cerrim.nt the ame"idea when-new nrttino - are ' brought to adcpaitmcbc.. Tn sating' up^que of dur'mteflrte' piano wbee atist .oi tEe people lured were taken bna fsxpdng duttkta totally' wmamainurl- with punch presses, the dmpJe rirpcitBcni of fahel- fag tbe-important pans of Ufa yeas wm re sotted to.1Tbli was coojfai up* with smalt iqfqcutal. 'around a' ptmdk press jyheve, eai(* pah ef^the j^em'aod its'.cqdlp* silent wiu> "cxpfalital 'fa simple' Unas and Fdtotr Press ntinm IS foiwi of the pros 'imedLngl'Use' kightst' fetm pi, stUntim werc paioled up with mmgt mltirni jaint sods as bntke and dutch nljwwron 'and' guards.'tiretfaally the lan*' gosga sf the pros group,derdoped to the pool w^ere cpmmunicatioo'wiH effective and hoe operator* and set-up men' could re^ cdu itscrooiixM and.. transmit difficulties cfexsirdy. Theacddcat record for thSTgroup was exceedingly low and'its output-and smirk ` iaterm was bigh^ Ol Aathflr' sigmficanc*^00 acsMtancs* suit hod during the &tU maaehs of operation when supervisorf at* -- w^bi,. 6oiua .do""the punch put portion of Use Job. Other, more, dabontg. axtu fadude a pwoom. yyk htboruorc prune tea, orerafoes.;mfiety.men,.aod 1 emrive roodameatal, iastrucrions an pooch press m<up, ppoa^ioo,! t to tntmderable detail. Acrid) equipment is srithbie'lor'aiBlpb and dto* cuniou and the count winds up with par- (idputs making typical set-ups and-punch peers adjmements" under the eyes of in structor and feBow vnUn. Tbt' ceone h not ooly giten to oewcdmdi but' ahd to old timers as a refresher. A three-year 'course lor maintenance machinists it also used to keep 'the maintenance crews supplied wiih. highlyrskUfed.tds. .... , , The thing-1 km'veally-rTying to rmpfaaruc , is that taking`the punch ouc of punch peas, aeddents -requires all the- forces- that-ingenu ity-can provide,- not hly of the maintenance - man alone but that of the set-up men, the operator.- the safay inan, and aB ranks-`ef supervision ak arKB.- And please give" your maintenance man a chance to do a good Com* plete job instead'of a patch here'ahd a patch there. .'Back *ihedule ca| be" nssdc up -- 6ngm cant.^ * ` Pfacankm - |U ti; accidents here have been Vsa*;-s>9-bave-hc*n I ssita unir tradiriom. Xko l -uo-- I thes shoe hare been 496 aeddeutr' ud or are Ww/dwcf Id both cat** S"**............................... ..................................... lOL dlUEEXWOODr: I would say that there are very tew dnpliraUons. ?or traousce.' if a axoposy Ktu r rep9tt iQ o*t a fejlow whct.bad tfoo or-.three .fingers amphtatM. and it was'a fast' e^eratjon or a.second epenfleo' u> a type, of,-press; they wonW Dime-the type of press' that specifically could' be,gcaricd/la`the report: If there were do ptuik. w* would put ft, under nyfe or. ptiyndl cabdl- rioa'hecanie When yoa hare in'udguardtd press with 00 haod-tpo^s of. any type for'ihe t3nplofjpee,''we'iluhk it's bepetting a lot for the employee not to'hare^'acrrdenet......... `When a.'person it'operating a` prCii "all day long and turning out (bodsand* of puts, the opetation'.lkqnsMa automate that ft* besmhes'-"aaion"and .oft times a pcisdn' ^wilir Xep 00 the' trstodle, not mieia- t^oo*ITy'TKi<.' Jv**'. through reSex adibh^- Th^'ihijrity Of those' are Ipuf fa unsafe jA.yt^1'" J . *' inSibft aSt 'vSIpt^Bt' go cxdjptoyee from sticking,fas bead'll i* bqaAVprkfa^id.jtep' ptag ocTtbe'trfadfe?' ' -i~'" ....................... - MR.-' COINr-'Va, ` by putting - the. loot treadle far-away from-thc-prcs*. -We anchor the treadle in our plants 4s India, from tbepim filake-him leave tli-treadleand take that step to the bed of his pres. rfhai*s, the eoly-aaswcv- ! hand.to-that one. - MJt GBM^WOOD- VoH havc got to guard ieby location. We uaeukSe guud* on some'presto.' Thh' may be rookarge a prew* to- us* sidb.'gaards. He went hend-oa -ln, to this icase. The only thidgvyou *an do to to ger`him"away from'it. StHl agatn. 7bu havc ibai'insthKiive actioa. f 'nocice fa r number of-the npom sent in' that *a"mosual' condition was ***wtg at the ^hx*e the aaitkyt wnuied'-^sanhlg1 untntial like * piece-.of-nock afrxkifor- it wasriV- foaled propofy khl" the-rea^oyec: made :somie' false more and wai-ooght.-!'' think 'the -amwer g-guanKpg it by k>Gitk>fu ,MX. ART GRAHAIfc Gbhtg tether WOh that,' T.ddt&' it wOold bC Tfen fad Ur: Oils. tq_tell` hoW'they gUird'tht piedal, pyewetaing! ufaterial'faaUk.'fjdlb]|g oettbc.pedllkxMltzip-, pmg the pixas sf tbe wrofig tinsel' Will"you otplalntnatpleak?'' . MR." COIN: 'We' utt k bood iypc racdu guard'oteif 'the pcdaH ftT neiessuy far' the operator to place.'ttr''feot'iOddc/M gittid to 'ttip hit' prim;-ao thar thaL will prevent anything faBihgrMit apd frlppiSg SL 1 ^ .............. - 14 35th National Safety Congress, 1947 MEMBER pntcnatioaal Harvester Com pany, Maintenance Department]: 1 would like to know if It's pantde to get a periodic dude in coppeering rod* on pnm MIL HEYUEN: As 1 understand the ques tion, it's a matter of having periodic inspec tion often enough to guard tplmt rasa drop. La our plant, of course, we have machinist* who have the job of thochfaty every press every day. MU TRANE W. T15EZ [Brewer Titdxner Corporation. Cortland. New York]: I have never yet found how to guard a prat brake MR. HEYDEN: We do guard the riatrfi and brake with a metal guard that is fastened to the frame of the pnu. It's about 18 gauge metal and is guarded that way. What type pros are you talking about? Is it a start dd aside ptemi MR. F15EE: It bends the men.!, and meet guards put oa thoee pttaa axe in the way. MR. HEYDEN: You get that argument te regard to all guards anyhow, but we do use then on the dotda and brake. MR. GREENWOOD: Have you tried a two hand control oo It? Take the hand oM the buttou and -be has to inch it down to shape it. MR. ESSEX: He doc* tint with Use fa Otadle MR. GREENWOOD: If the operator hi* foot off, the peas would stop right at that point. In other words, it will come tewa within an inch or so of your stock before the prta make* its final downward more most to- shape the part. You wSl have to set her like that, or you will ran into trouble. There are a lot of two fcaad con trols. On a lot of reports, they have tied one bach and inched U down with one You cap fix two hand contrail so you cant do that. There is the electric eye that ha* been tried, but you always have the pmrfHtfty of a failure. it has happened in ooe plant that 1 know of. We haven't had too much expert* ence with the dearie eye. MR. PAUL TORTUS [Mutual Insurance Company]: I want to report an aevident that- Involved the breaking of two half-inch bolts. I don't know whether they broke it the .same time or not, bat at any rate; they allowed the ram to come down. It apparently went down- backward* and took off a couple of fingen in the process. What maintenance can you 'give to be sure that bolts don't break? MR. HEYDEN: The question. I believe. coucoui the bolts oo the beaks bans break ing. in general, those bobs eriO break M Aw brake lining is worn too this re if thaw i* only a ooe Hoc bearing or if the brake Su ing has become glared. Those are about the main contributing factors, and, sf chm, the more often they are checked re the raw often the brake band* are rtnigri, she fewer holts will break. It's due to excessive tightening which h a result of not haring enough braking mfxr to do the job that's required of it. CHAIRMAN "WINDSOR: Dora ttet reswer your qaoiioa? MR. TORTUS: In this case is tTghtrutil against the spring. It couldn't have been tight enough to actually break the bolts. MR. HEYDEN: Well then, the ether thfag may have been in mounting the frame Of the brake cm of square on the pres frame: thu is, if yon have that whole thing twined, 1 oppose you might get some nndne main ou the boh, MR. TORTUS: I was wondering weak) you my they should he Lhingnd cmy year MR. HEYDEN: Oh, wcB, that- depends upon how much are the prem is snlijnrted toe Tome you wouldn't bare to chnagp for tea years. I dost know of any way of there tbiep frequently mr-rgb, Uyou wans to take a nut and bdt -mt srery n ofta and give it a nsptt Sax ingegha, that would determine whether or not there were any art \<s la it. Of coarse, if yon want to p ' oft threngh nsdi more soaks than it wouat ever get fn an nperrthia. that would be another method. OnfiwuBy, 1 nppar Arne bolts are )ast made of ordinary to. so Od. Ton might try aoree higher teaOe MR. TORTUS: Roald yw teoDaaasd chet? MR. HEYDEN: I k if MR. GREENWOOD: It h hoped after we get more Information, tbas the "g1- ,~g maaittec of the sietinn will he able to set op some sagguml irnonanrtslitions along that Bee. 1 thfak that yon rrafiae that a lot of there things hare to he arbitrary. Oar hope i* that white the aear three or four yean we esa develop oat of the a manual of operations by wMch yon people can he guided, net fTslsfwj, bn a Bsc- of MTMBTR: Gonld we hare a Btxlc more Fewer Press Section 15 (Sanrisn of detain repeating presses by temsn of <*-*' dutches? MR. GREENWOOD: report brought ore that if there was enough play with de fective dnltbrs k was possible to detect slip- (teg. There Is ooe other thing that nuae out in there Investigations, and that is that certain types of ptoses need cotaia types of lubri- cram. There was one rare In which the lubriraws was so heavy that it earned the proa to Kind to tfau the operator shut off the power, bat that the ram came down on its own, Akes the ffywbetl came over dead crater the press dropped just enough to trap this woman* hand and amputated-two fingers. Accidents such as this one call for more periodic inspection of chidnuda further study of lubricants. MR. HEYDEN: 1 tltek that the very faa that dutch** do so often fail is an argument in' favor of Hary Coin* suggestion that we use feeds as audt as possible and color the guards. 1 believe that if we are going to do a smart safety job, wc ought also to do a smart production job. and devise feeds and guards that tb* danger ares. If they are designed property, they wQl in crease production and make us triads of the production people, as we should be. I don't mean we should get rid of the main tenance crew by any means, but keep them busy in watebitng brake linings and so on. 21 the pros does repeat, the operator will have been saved. X think it can he done. It k bring done, and I think that the very tea that we know dutches can do that and brakes can fail is aS the more argument for good feeds and (sdcsurtL THURSDAY AFTERNOON SESSION Octolr9. 1947 ftniiUw GEORGE W. GREENWOOD. Ma, Director. Woum Ekoric Co. Inc. Ill* Medical Mas's Challsags to Accidsnt PrsrsnUon Program By E. J. SCHOWALTER. MJ>. Ant SapL. Msdlrnl Ml. Wanna ElaeMc Co. Inc. The Barm of Labor Stathtks ananaffy lecrods approximately time kn dare power prem aeodentx. An appeal haa been made by our committee to members of the Tower Tram Section for analyse of thrir pore prem acridents. We received upon* oa sag '* favcAriaf t|> injuria. These accidents included 6s ampntariora, 6s setioua lacerations, r fraonre*. to lufeci tioas, S hernias, and numerous other types, of actions injury. If we era mrahW there injuries typioL we can aseoare that fas the ynr i^l ttac rec apprafmaedy fino amputations, Roon serious tacersrtorn. jgn (nctnns, ijopn tnfmtooa. Son haoias, en, which were a direct result of power pran accidents. The be atmnal a^dsdea by fadortrial rnmmTnion of Ohio reported 1477 knt times--including 3 tstiiirtre. 51$ per manent partial *' -- * * days lose time, fidsf this distribution of serfdoms as a yardstick, there occurs annually throughout the country 54 htilfchs, eves gaoo permanent partial* and over to^ooo lost rime raem of revra days or greater deration. If any S-m -- *!1-- WC4C occoniy to stimulitir hen efforts to pteieat power prem aeri- that incrative coold he provided by ffgnra. AR of oa are keenly aware of the physiol aifffTlng and amoral anguhb attendant upon dot setioua Vat time Injuries. Each of you appreciate* the financial lorn to the employer rnrsllrrt la rack injuries. Yon know this low . of delayed or tern production, and per haps the coat of replacing tools or machines. Safety h your burinem and you know there things. n> we need not -spend time further With yore kind Indulgence 1 would like to relate acres of the thoughts a medical man has when be thinks of aeddent prevention in a great industrial plant. He thinks of the employment department. Axe adequate pre-employment examinations 16 35th Naliohitf Safety Congress, 1947 * pm of tbe hiring routine?' Surety .thisits significant- in any- accident prevention'program: It'tauta an init&i gtwnd tml et health-and pbpkal ability necessary in-asrfcworker, - He thinks of-tbe- placement department.. : Tbe medical -mui -would think of-the training program* Inaddition-to being tangfe tbie. reirjkal '^now-how^ Of- the . job. m the worker-trained .in safe-pnoJces-to he followed-tor hk general -work- toewiom-msd the operation of his particular job? 2s he Or are- small, slight men pltod on- heavy jobs? Are large, dmny men raigaed to work- moghr propq- mock-habits, and jenwa > that he -will awid smetnmy fatigue xd bodily sit tarns sad-mtisd li hrw^t why requiring-speed and *gflity?IF-tbe job re quires special physiol- xkiBs, k the- worker given special prefhuBatut examinatfooto determine -tbe preaenm er absence of these- safety- devices are-*ol? ffr ill Vasa that jf a person -kmw- ikfr nma tor- ohg- nkn equipment he is more prune to w It ten if he is merely told-to-comply whh tnah skilli?-For tnmple-tf'tbe job requires -good rules.- < ............................ . depth perception (which. IndderttzOy; some- searad operations on -power pram might well require) was be tested tor-depth poop non? A ltd of thk dqxit "poopthB^tf needed.* might result in- a serious */vfcinThe medial man of today bm-feriftties tor measuring some of tbae skiOa. Exampfai jp-*. the ortho-rater, tbe sight-screener, the aodl- Tbe-nnSdl-sn vodd-thU-sit tike in durtrial irygienedepartment.lt proper Wtfttv eqnipmcnt ydfihP Ate goggles. mfcty ihaui. gloves and other-personal protective equip- .........mant engineered tor adt jankaht type of *' . . .. JThe^modkaJ man would >* of tto pkryeet twpervuor. Bas be been nldady ometex, etc Is the worker. enoitfcjotDy j&gg.-, Ipdoritisated^ih tbecruse of safety? Has he Obviously the oDOtkxaOy unpredictable in-,, been, taught that no job k so mgem tint dividual Is not to be mated with dangerooC safity tou* hr marifid far speed of prodne- expensive equipment. Techniques are being `` ttoo? Dtir be fnptte ptooe nte employers developed whereby personalities which .-vary, .that their rates areset, with allowances made considaably from tbe rammk or" average `can *-fa safcry-ticvkra. Beat he ant ncgSea or be detected. The Minnesota Moltipta^fe. ,dsbyin thsnpatfaqcfsiridtBBby peasliz- Personality Inventory is oocoCtbe currently' r Jpg^cmptoyen tor accidents? Whs anignlng available devices that can'be-Btplofad^4n>- man-to a job does he show for a this field. Perhaps sopfe refer ^rr#l^J^.eripdjker^ which too mnch developed to detect workers who are prone is not speaed froth anuamnai nrtwrln'* to commit the various unsafe aria imports- Does he rotate employees to tbe boa of bit blc foc ao many of our accidents. If such dis- ability on. jobs irbitk' require coriwam phys- aimihatihg.'tots were uscd,'tl would not be' idl sends and dd jobs' when are wddufro). loir rife,purjxne of tfrminarfog'froBt indiotry ingfy tboootofwos? Does he periodically check all of toose 'wbo. fsp.'hot ratbor of. giving his wotticn and thc'madalnai tsi fanv con- than special Instruction anil tniithg' or scam and proper use of aafery equipment and placement where their .traits would riot in- devices? ~Doe he fallow through on tohty tertore with efficient and me production. training and at times remind cmploym why The medical 'man" would think' of, the safety derios axe naed? ' pUcmkiahi "of ihehandicapped wirrker. '`The `The mtdTal' man- would think of the dearth of pan-power dtningaod after, tbe coumielSng department. H*e the plant some recem''.ww'.'firimgfc' Deweropbasis `lo ' Qte syftimafic means'of 'impioViag 'UM- vajjoe .of the"handicapped' worker. Can work of 'the worker? ItiahlfapIterpi'W IMchSsn ers with' physical' laxxh'cape he , Considered have, showh' shkl imprOmatoit in the atti safe wngko*? Of aotrric they.eu^ largepomi tude of a worker resnlla fa an improvement ponies such as the Ford Motor 'Car Comb in the quantity and qnBcy of fak j nahn pany." the Caterpillar Tractor Cnnpasy, tjie tiddl; That-are rtJMcnt icdrtcntt <m mart Weston Electric Company, aiidaxajyy pothers Save tor years been gainfully apdsafcfy pliin* handicapped e*nplbyoa. . C}ark Bridge' vwfuiae oniilod fob Placement ofthe tTcndicapped Worker is' an-exhdkui'reference'oo this subject hw the aafiety man as wefla* die mediesl and'placement mm. whidi; an be ttened on anothMlfy iqna woffcc&to' maftk u nwptu that "a weBcmt totiQKltisg Btiaf effhv the damtivc or bon`-3ih(dk ifjg jg same amne j^fiTHif lriiTTinn Ifmh nrfpkijrrfc * to rt^>ood to` gtoop prLwUiis' of < rogardliig' iaMcy- eqt^obte'aod pnactitaa. ..Power Press Section 17 Connsriling can bdp cmutuL this reattioo. The medim! man would think of 'the' ptMieity department. Is there such an .in- djUTUuixate Bood of mfaty publicity that aobody pays .any attention to it? Or is it nrrfnffj selected or tailor made tor local unsulona. 2s there a careful duck of nonntocy pnbfidcy toe safety value? Are the laJcty mca given all of the credit for a good -afecy record, or dot the nb employee parin the glory and publicity of a job weft done? The ssMbwl man would et cootse think d the -department. Pre-employment .and pteftactOBU otamicalions hare already been discussed. Ceojan- tmo between all of'tbe previously mentioned departments aod the medial organization Is conducive to Use prevention of aoddents. JVui there h another tarem by which medical penowd <ad aid. in preventing icadcau, and that is by mating tbe industrial hospital a place of service to the worker. If an em ployee Is kindly and courteously treated io the hospital, If'in time of pain and wzfeting a good "personnel" job Is dorse, we ctn be assured ' that be will report his injuries promptly and will readily seek professional care. Many eompliatiooa of injuries are a direct result of failure to receive prompt professional medial attention. The medial man would meat certainly think- of the safety department. An Interest, log thought might be Could a safety man be responsible. fac~causing an accident? Well if not an acrfdrnf,. be could' ause a' disease. How k this disease contacted? The usual onset, surprisingly enough, occurs when a safety man lias just bung up an outstanding safety- record. The actual infection begin* whm be boasts to MfUjirmmt or his fellow safety worker* about his achievement. Now wie-all.-know that according to the. law of avenges, it floe no other reason, wy mnrenai safety records , are evmmally terminated. If at this- liwi - sons poor uaoaspcOing em ployee swtev, let-M say,-a hack strain which is --ariently-severe- to render tbe employee anfit for work, thk dbg* begins to-ftdmi* tec, Thk-hypotbetial safety man may then OQt pranre on chk employee to astee at work and thus avoid that horror of few` rors, a lost .time accident. Now cooodvably the m with the back strain might bare been toirty dose to an emotional break-down prior to his aeddent. If this were the case, tbe stay-at-work' pressure applied by the safety man might he: the proverbial "straw that broke the camel's heck" and thus became the immediate cause of a tcrious. emotional re action in the worker. Fsydiialihts would diagnose the end result as "post-traumatic neurorir," but aclDaily the patient would be a victim of `Tow time-itis"! The medial man might wonder, further about, the safety de'partmcoL Is it peopled with problem, cases or is it.stag.composed of high type individuals with engineering or Bethanies! background, or with statistical abDity or valuable "cm the,-job" experience? Are the safety invotip.ton. satisfied with an investigation that de termines that ah accident was due to failure to uac ivroqi or. failure to abut of power whfte making adjustine&ts, or some other similar unsafe acf, or do they try to determine .why no tweesos were used, or .why .the powo was not shut off? Po they attempt to deter mine the baste, fundamental reason lor the accident or merely the. Incident, or occasion awnfatM with the accident? Is the safety department jtwt a Bag-waving, contest-running, publicity loviog organization or is it a.scientific toct-findiog department? Docs the .safety organization just gather information or'tees it gather good information, and hav ing gathered it, proceed to analyse it and put the results to practical uae? Does it aid In tbe safety training at workers and supervisors? Does it provide the "know-bow" in prevention? Qom it merely tc& man agement what management would tike to bear, or does it intona management promptly and honestly of the afriial. safety condition of the plant? These ant tome ct the.tboughtt a medical man might have if he thought, about mm prereatiaa program. Yew wtD have noticed that' mo* of these thoughts were cs.pressed in qoatioo tom. I wfQ rax auspt to (dl yo* vhkh- answtre would indicate a good m*toem..peevtefes'pegiwm. Safety h raw businc* and-you. know these things. 18 35th National Safety Congress, 1947 Putting our Knowledge to Work (A Symponium) Dhntwom I todnr--Hascma. L. Sum. Sibty Engineer, (kwnl Bcrtiie Co. Pmrruifmmtr A. t. Cwam, Way Eng., UnunBoa Css--by Co. W. 1> Bwo. Ant. SapC, Engineering OefC. FWkiky k Cismlty Co. of N. Y. IL L Jumo. Way Eog, Crmat, Zac. MR. HANAU: What can be do-- to cat dm tkw BMKM an Out Dr. Schowalter hn fUkusd to win we get back tottejdtf WM we aw do to accept the aerfkil r^iUmgr. wot be oonsaderad. Now. ia order that we any proceed in so orderly aod pfcscni. fashion, the pattern we win ioOow is this: I will doaibt the aed- dat as reported to the Fane Pm My yiwcn, Art Cnlnn and Has John-- win dtrciop the and 'll*! hetoo fawned and tuggea controls. Tbc wdltaoe then will be xloi to pcitidpote ia the analyaw of the case. Mr. Smith who h presiding wQl then suwtmarim the con. dutiow. The first qm coactiw the operation at a stogie caii, open Hint and indtaahle poach pras which was ia the forifasd pa* akioa at the time of the injury. The operation is described as the pfcrdng ot tse small holes at each end of a,aoo pkos, three iadba fang and two inches wide. The opera tor w iiacmctod to pt& op the piece with hh right hand, shift it to that be wsa grasp ing it at the center and locate It In the die. remora Ids hand, and dtpm the trcxSe After running some 400 jneco, the cpwwrt left band was ptocari and crushed by, the left am of jKtrwfam. The punches were of snRelent length to provide ooe and a tail inch desrance between the die and the punch bolder. The press was ia good eoadt- tfaa No nfety device was provided, dependcnee being placed on tbc deoertty iJ ikn* ness of the male operator wbo was jt yean old. physically fit and left-handed. Are there any qnesrions regarding thh cas^ MEMBER-. How was the material ejected? MR. HANAU: That want stared. It did state thongh that the man was placing the material in the press when he was ought. MR. GRAHAM: Yen Ttaasber that Mr. Hanan told yon that this ttu was fadhtg uoo pieces, eight inches long into this in clinable pooch pcem. Looking at it (com Use standpoint of the plant that's in a prririrm to make their own dies aod guards, we would like to suggest that a chute feed be provided with a complete die endoante. This die en closure should aot bare a pinch point be tween the lower part of the ram asd the top of the guard. X the man has difiolty looking threngb the eadosnre tbe guard can be ande of plcTcighws or Bbatro safety pm, and 1 uadmtand that very soon Aon wO he a |ha 00 the market vUdt wiQ he dBcdt to smear. Now. let's look at the plant that ha* its dies madg ostfida the plus by a die shop. What kind of a guard would wc adopt is thatcnc? We ofa several soggestiuus. one is the pull-out type of gaud. Tins type of guard most be pcopoiy main tained in order to operate tMcetly. U you don't maintain these guards and die a- cknora, they will came trouble later. Leris tarts the <Hc ndfsein or Use me chanical guard in such a say aa to take the man out of the danger sene. MR. HANAU: Rom. B yon please cover the training nprtt of this thing now? MR. R. t JOHNSON: Then * a lot to be aid aboox tnMog Iri pretty hard to do it in tbe small shop, where Acre are only five to fifty p runes. 1ft a Role dRall to gfve one man the job ef trainer' or in structor. However, in some of tbe larger shops, dmilar to ear own. * start dur train, log from tbe time tbe employ-- ore hater viewed. After the mwiwihii to detontoe tbc proper ylurmurt of that em ployee. be or she is scat into the safety do puts--t im isodwa Bale talk -- snflcey on ponch presso. That of at. we choose an rmplayor lor the job. Hh rise, bright. ri|R and so on. are given imriilnathm- .We don't pick a sheet, squatty nan to operate a job where a long ranch b nrearuy. We try to choose that employee that would be comfortable So working at that jok Power Press Section 19 After tbe safety talk he b seat down into and an enclosure guard around tbe top of the department. There tbe supervisor talks tbe nun so when tbe punch press comes down to the individual and tfaa turns bias over to tbe die setter who is niponsibla for train ing hi-- hi the ate practices of punch press it bumps that piercing the four holes. The operator bolds it with his left hind, picking up the ether piece and ran go right along, operation. The new employees are told that they most not wear any rings on tbeir finger* or any We still don't allow that mao to ride the pedaL however. He sdll must take his foot off tbe pedal on each operation. jewelry on tbeir hands anas--no long MR. CERNEY (General Electric Com sleeves, do riding of the udi prcn pedal. pany): If I were setting a job up in which They receive iatroerions as to how the vari the man fed the press with his left band, ous guards work. took parts with his left hand, and pnt them They are mid that a die enclosure guard in toe right band, I would insert a bolt or is the onto as a railroad cussing gate am. something so be couldn't cross with Us left When that atm ana down, it mans stop. Yon must smy fcchtod dm gam, even though yew can --By rifsab over, crawl under or hand to hit anywhere near that guard, MR. HANAU: Tfaails a good point- In other words, you feel we could provide some walk are--d it They are told this perhaps enclosure around there to keep tbe man out. a (knew tana to the coatsc of the very first Does anybody disagree with that? day ef wade. We also exptato mwsmlsr eoordtoatioo and fatigue; captaintog that their right leg. MR. JOHNSON: You neu you would pat a boil ou the die shoe or bolster plate? MR. CERNEY; On the bolster plate to tbeir buck, and thrir aims and shoulders will prevent him from getting hb left band into get tired. If they get too tized, they are told tbc die. to come up and tefi the supervisor. 1 know MR. JOHNSON: Why couldn't be go 1 wouldn't be able to aria concrete all day around It? long my first day without having a pretty MR. CERNEY: If tbe bolt was put in reds sore bade. Bwt if somrhndy was lenient with a position, be would still hit that before be me, probably tbs next day or the day after would hit the die. that I could become a MMtoe ccjncru mis MR. JOHNSON: Wouldn't it be about as er. - ample to take a piece of corrogsted or We also tdl tbc --ptoyec about protective equipment, gjovc* and hand ui iw We also talk about developing good hahftv. pierced or patented metal and bend up just a half a box? MR. CERNEY: Right. On ttos job or this die that Walter broogbt MR. JOHNSON: Aod put a Uule slot is up. An uesdosed a feed. If I were the center to slip it through and cover *fw a ban in this puticnlar pfa-- and we were die. Would it take any more time or effort running a short ran of i,*oo pieces, I don't to do this than to put tbe bolt in there and tbtok tbc asicoTurr would pay for a chore try to explain to the fellow he should try to Iced. 1 do agree with Urn on the pull-beck keep his hand oat. In ocher words, why not guard, and I do agree with hfau on dm en try to cover up that die so be doesn't have demic guard, bat I have another type of to worry about bis hand getting around the guard that wc muse nse in one ptam chat probably isn't used all over. bok or die. MJL CERNEY: His left hand, not his right . We cceRwcUw die to tbe same EasMan hand, was aught in the machine. It was his apparently as this one. bat we have dosed the die down fay bringing shoulder-bead screws Into this die shoe. T>m mbs for only a quarter of aa inch opening between tbc left hand that was coming around that guard, around that die. MR. JOHNSON: Hb left baud was pierced and crashed by tbe left set of punches ap stripper or the poach and the die block. parently on the removal of the piece. He We set that die. and tok It in tbe bolster might have been riding the pedaL He. pro plat* only leaving the top toe. There may bably lost his tinting, and I think that it's be four Incbm between the top of the die very simple to get a pleas of perforated shoe and the ram. which we rwdcee at that , screening, even if ith chicken wire, and put yqfas. it in boot of the p-- so the operator can Thh die b baft tbe same accept that we only get in so far. add tw strings, two shoulder-bead screws MEMBER: That wDl slow fending up am- 35th National Safely Congress, 1947 siderably. . ....................... Somebody mentioned. the use. of pliers, MK. JOHNSON: Well, J aza 'do*' io a ihbp PGere are fine, but t foci that we should'001 tike Western 'Electric I am'm 3 shopthat's use ptkd* ilflw, cmp< in extreme' cases. a jobbing stop. Oar. cans are {ram 50 'pieces There should far adequate pmcctrion. either up to 5too. Tim's anally a high run,' 5,000, around the die in the ions of a die'endomre ud every die that, goes in the prm has an or some for raking the operator-out enclosure. guard Where it's possible and it of that ihsfff soee, became there have been doesn't cost ns a lot of money. We can put too' many xriAao that have occurred in one on there in. an' tour and, it doesn't sldw just that way. the operation. MR.'JOHNSON: Inasmuch as we doot MR. SMITH: Now, what we are disemt- - have voy many job in which we oar coil ing here is whether or not'we can depend on stock* with an automatic feed, and doe to the the operators*, dexterity and .not have any difBoilty of trying to figure out exactly what kind ot.fi ntej device. Tam ^aihg to put 'ffie sjtuitloo'waa at the plant,!:1* rally hatd this thing to a vote. to decide:what the training should-to here How many believe hi'.this cue it's perfect Other than dacouragtssg pedal- ridfog. ly mil right to depend 00 training amid the : MR. CAPMKR (Western" Efoaric Crita opoator's dexterity and alertness? ' pahyjf ' The fine speaker objected - to oring Let's see the. hands of those that believe pliers. X can't sec'any objection'tf tomes (hat? (Three) sluminum pilot. They arc inexpensive foi How many ,Vli"v you should pur some one thing, and it this operator had been sup jundof a safety gadget there- ,, (Majority) plied with a pair Of-baud pUert. be .would 1 am going to ask Mr. Hanau to take the possibly have saved .his fingers., We instruct neat accident. pilr enplojrtet never to- pot their huger*'an MR. HANAU: This case coocenu the op der a punch br'die: <' eration of a No. tji double-action pros. A ' .MJL GRAHAM: 1 don't object (o'the use -combination blanking and forming operation of plkrs. I say, tale' tbcm,bur X do fori that was being done and coil stock was fed from .we shopId not rely upon pliers afontL 'We the back. There was a cage or. harrier aooa should bate something rise. like .oar die cn- the front -of the die. Hand, tools .were, not dosure to protect a also, because 1 hare . used.. In. starting a new coQ of node it was jfoud too many acddwns occur with the use necessary for the. operator to, reach under of pliers alone and without some form o( dk the guard to grasp the coil with his hand. OKfctere ofwane means of taking a man out When he did. this, to tripped the press, re of that hapr sou. sulting in .the amputation of the index and MR. CAPMICRj When you have roll stock middle fingers of hi* right hand. and you gee that automatic feed started at Now, before we start disensring this,' are OM time, tto'roUcr'on the other ride, will there any quBtiony as to what happened in keep rolling that pert through. Sfoce there >M cud is no more -manual labor connected -with" it, MR. CERNfeY: What kind of a guixd was T can! sec tbr objection, to using the pliers. it?. . , MR. HANAU: A harrier guard with an automatic feed. MR. GRAHAM: It arena to- us that' the ' MR. SMITH: Ceil someone tdl us about `guarding the dves. where' an- automatic feed is employed? - MR, SHEAR (Anerioa AS Sate Com guard was inadequate because the'matt wu pany): There are throe devices aridc'fry three able to reach' under'tto front barrier when dlfcrent companies that are-ewenUaDy bar- to Wat arranging the Mode,' so that if would rief guards and wbcutbe barrier!* lifted so feed throogb the pros. 1 was in a plant -not. ' that- work Is done underneath the- barrier, so long ago where something similar. to that The-powcr of the pros is removed. was iritxOed soy nicely. ' Tto* press -was - 1 tnaVatm the companto. I think it guarded with a (he endosure on 'all four may- to a' straight mechanical guard,- very -low priced. One b'u electrical-device, a ft was fed from the btdc and when if ran -little bfr merer espeflaFv^and another uoc is out 'of' stock the nod roil would -be welded 'an-air opoatcd drrkc at-aboat |joo and l to the one that was fiiusherinutUgg-U -tin- drat see any other answre. nwrifiy lor'the opentor to go to -feed Where a man has to start the feed,- the the pros. ; use of yUoi- wld nM vwd im<i>iar-ota Power Press Section 21 out of ten. oa starring a roll feed, because it's too fine on sdjsateait. UR. BURHD1: I think t hare seen presstoes make the sweep guard. We had forty proses, and U was oar practice when we fed a new snip of work, that Use roll feed could be cranked by hand to carry that stock into the die. The press wenM Wop and the roll feed could be cranked by hand ro start a new strip. It was cranked by hand until it was tarried' Id to a-scop s the die. Then the power was started. MR. HANAU: I ikiri wc tore emphasized (he fact that we are woe doing everything we cad with the equipment w have la the plants to kaqp there udfoas from happening. This is rase No. 4 which involved a trim ming operatfon on a No. < pie This press was rqsippsd with * two-handed pull-hack oksy device, and a pwuqion at tachment. The operator rnuiswl anpau- tiou of the lip of the index huger when cables failed to poll the hands dear. Investigation devclopol that cable had stretched *0 that jmS away was incapable of clearing lapis, 1 Mnt tint we woold like to know some thing about tow this press might have been operated safely with tto prerent device ou it, and abb if you have asy suggestion as to what might tore been dose to operate that press safely without the two-banded pull back safety device. MR. GRAHAM: This was a pull-out type of guatd, which leads me to fed the guard was not property adjusted in tto first place. It says that iDrestigitSoa developed that the cable tod stretched, n that tto pull* away was incapable of clearing tto index Sngm. Many people cato the position that the UMn on a pull out type of paid don't scratch. Tto action three is like the wear of 10 elevator able Alter considerable wear it' tightens and becomes smaller. Some people cUn that that is a stretch, hat what prob ably happened is lids case is that they nseasnrod the operator tor tto distance in an incorrect way. Some authorities ssy that thing* should to set up so the punch h onehalf inch from tto die and tto man should be out at least two or three inches. The more, the tmxcr, I think, became these is a cer tainly there about taking the man out of the dangi* sen*. > Many store workers will bud tto guard with the result that they will strain Use rods trading from the multiplier back to the pulley. This could very easily throw tto sys tem out throe or four Indies. It mentions a nooreprat attachment which t have sever seen. They call them noarcpeat attachments, but what's going to happen it your dutch pin breaks? It's going to re peat. iso*t it? About the guarding of this particular op eratic* which involves a -No. 6 pirn: II doesn't give much information tore as to the amount of work that's being done, but again, I would suggest that if it's not too large a job, wc provide a semi-automatic feed with a fnS die rndnsuro. I fed that whenever we ran rely upon automatic feeds with die eodosuro, we are just that much ahead. Of course, we cant always do that because there are so many plants that are not in a position to build those automatic feeds, and where they arc not, we have got to do the next bat thing, rely upon mechanical guards of some nature. MR, JOHNSON: I doubt very much whether a three-ristrentbs inch diameter able stretched enough to cause any man to tore an acrideiw. We have about p puQ-bock type guards to our plant. We have made it imperative l the die setter that every time be puts a worker ou a punch press with a pull-back guard oa it. he has to lower that pros other by hand or by the motor, and then shut ofl the motor, so that tto die remains ode 'inch open. The rabies and tto wristlets after they axe adjusted properly should be six inches away from the dk shoe. We make thm poll that proa down by hand *0 that the operator will stretch and led to has got a paid. If a standard gauge is not used to measure and awrmhle leather wristlets, they may not be the suae length. You am be of as roach as an inch and a half. but you may not notice it. Three is a trimming operation that is used on wuiin jofoi. In irenurlug this from the press we tore to consider the hazard of getsing pinched. II three h a repeat. We should iho know whether the employee stands or dre We have Instructed our die setters to instruct tto amlsjee--10 desfocutrate to that aployee. and to follow up, to make sure that to imdeutanrti what you want him to 22 35th National Safety Congr***, 1947 MR. UNDERWOOD: We have many pullbade guards ia the plant, and if the gaud is set according to insmictioos, they will octo have an aeddenh I haven't seen a cable ever stretch. Our guards are double-checked after the setup man sets than up as a safely precaution, and if they are property act, oo one will ever get caught. MEMBER: We are trying to change the condition!. The invest!gatioo reveals the cable did stretch. Isn't that correct? Isn't tbit what it says? MR. GRAHAM: Thai's right, ll did no that. S think 1 mad* the point, that the man, who made that report, mid he had the undemanding that it stretched. However, all the men that 1 have come in contact with in dtffaenf plants, daim that cables don't stretch, that there is a tightening at the cable which sain it smaller. MR. HANAU: Frankly 3 would like so say, chat 1 have yet to sc* the cable that stretched so fax 'you couldn't atch the stretch between operations, and It's my on* derrtamding these pull-back guards should be adjusted lor each operator. If you get that much stretch is between operations, I am willing u> take that case if you will take all the rest of them. Bat this emphasises to me that no guard is better than Its maintenance. And you can't put these two-handed de vices on any press and just forget about than. You can't walk by them when you are inspecting the plant and take for grantsi that because it's a two-handed device; that it ia property art and is going to pull that man's hands out. So 1 would Out to emphasise again, it is important that the job be set up safely re gardless of what safety device you use. Our stst case involves a No. 8 press which was being- operated when this injury described as a lacerated -thumb was sus tained. Tbc press was equipped with a two-handed; tripping device. Tbc operator wan grooving stock from the press by plac ing bkjgmdm top oi iht part, which was an auto whceVinstead of in the drop center of the.rim-as be had.been instructed to do so. Due to the solenoid failing, the press repeated and the operator sustained the in. jury as described. . MIL. GRAHAM: Now. tbc came of the acridenr was the failure of the solenoid causing the pros to repot, I remanber a case Eke that very distinctly occurring on a proa which was operated by Soar girls, Soane of the screws in the, solenoid came out and mused a short tirenic. MR. JOHNSON: We have a very large type of press. It's approximately two storia in height, which we have four girts oper ating-two cm the front and two oo the hark. The nock is pawed from die to die, and we have electrical buttons that are mounted overhead. All eight "* must make contact with these buttons la order to put the nioold Into anion. The pros gosa into action, and the girts have to bold tbtir hands on the buttons until the die has completed iu. downward moke, and is on the upward stroke. As you know, a solenoid on a large pro* rakes qrit* a harry bating and ha (his cam the fat head of (he rim bolding the parts together slipped la bet won earning the press to repeal approximately half wj down again before & stopped. Fortunately, there wasn't an aeddeat. However, to make sure that we voaUs'i have an aoddent on an operation of thb kind, we installed a pull-back type of guard. They puU just tight enough so the girt can still bold on to these buttons when she brings the hands down, and then she is on the outside of the pros.. We have the safety buttons plus the pull back type of guard which we pot in there to try to aa aeddox, MR. HANAU: 1 amt take fane here with these fellows. They sciO wane to rebuild the mschines. The problem ini one of rimming the machine om. We me trying to promt ictidents today and tomorrow while we aze ia the plant making inspections. It seems to me we have lost sight of removing the stock from the pcca by placing the hsad on the auto wheel instead of the drop center of the rim as be had been instructed to do. It seems to me when this-Job -was act up they took into anskkradon the solenoid might fall and, tberfore. the man was in structed to. grab the wheel ia the drop center of the rim so if it did repeat or Che pros did operate. Ids hands would be la the dear. I want to get rest equation a* IS what could base been done at the tine of inspec tion to prevent this accident from bnppm- log Power Prest Section. 23 MEMBER: I would ay that there isn't any Mibstitm* fee a supervisor walking down the able and looking at the operators operat ing tbc machines with tbc idea of safety in taind, and if (ids operator pulled off the piece from the top the time ha which be was fault, chances are he has been pulling that piece eC for maybe a hundred tiroes before that. If the supenrfeor sees that and allows him to continue, be on expect an accident. He should take picmpt anion whatever be tea. an male an aad be will have a lot less atridcata in the long run. UR. HANAU: In echo words, the fore man or the safety engineer bad a lot of oppoctnsntss tn see that fieUow pot bis hands m the wheel before be cook them of. We caa be non observing to make sure that tbme mfety devices, though they may be limited, are being used to their utmost in giving us aU of the protection that is pos sible. MR. HANAU: t go along with you all the ray in dealing with people. Flirt of all. toti bare two chances for human failure-- ooe with the workers and the other with tbc foremen. I think all of os workmen bare seen either one of them or both fail, too. In the use of the punch pros where that condition becomes prermipent. tbc reduction of human failure becomes our problem. Let us go to tbc next case which occurred on a sg-tcQ press set up ff form a small buttonlike part. It was equipped, with a swing guard and an air-ejecting device. A pitta stuck tn the die. The operator reached around the guard and attempted to loosen it with hit facets, and tripped the press re sulting in s--shod ffngm of the right hand. The fact that this man cause In on it with the right hand and received the finger* indicates that the guard was not ad justed properfy. In ether worth, the are was not wide enough to take the man out or be couldn't have come in. Of ownc if are had more informatioa oo this, we might be able to inter, prat that a Buie JWutuili. How was the guard set? Was it art too high or was it set to these was ae protection at aU? Was it pomlble to go around the guard from either tide? Was there a Bag there? Was it sc* ti ' cording to the fag? I would my bet ter iu-jUtt*orot and wstrtring am (he past of the mpctvhor and probably the use of a fiag might hdp in this situation. If you are going to nee a sweep guard I would suggest a double acting device prop erly set. This vrouhl give you a wide enough sweep so the man couldn't go around. We have used them in some quo io some plants with a fair degree of safety, and 1 think that this might have overcome the condition. If we knew more about it, why we pawibly could interpret it a little better, MR. SAFFEN {Fort Wayne. Indiana]: We speak quite a bit about training and assanctions, tn are where a man ten years on the Job is involved in an aoddent, is he to be instructed? How often should a man oo a job ten-yean be instructed? MR. SMITH: As a supervisor, I think a man should be instructed every time he is placed on a job. 1 think you will find a lot of these accidents do not involve any "month- oW nun, but they happen to pod pros operators who clunk they can violate the roles. MR. MOORE [Remington Rand Com pany}: It Isn't the beginner* as a rule that take the chances. It's the otdtima*. ''Fa* miliarity breeds contempt,'' They get so used to it they think a punch press thinks as well as they do. MR. HANAU: I think we axe all interoted in training, but my personal opinion is that we are putting lot* of emphasis oq the train ing of the employee, but bow about the training of the supervisor or the die seller or the man who might be responsible (or the proper setting up of that machine? MR. ED FRANC: 1 think .tbme men should be trained not less than once a year, and perhaps more often than that. UK. HANAU: In other words, you led 'chat the man ought to-be reoriented aa how to maintain the equipment by somebody who is competent to show him how to do it, at least once a year. I think that -fret is being overlooked tremendously in all plants. MEMBER: I firmly believe chat we should lake each and every person when they start out on a job aad show them a moving pic ture of mcadents that actually happened throughout there plants.. Show there youngseen chat accidents actually happen oo there martiinq. Jus* telling them without showing them accidents is not convincing. MR HANAU: In other words, you fart wc could make more use of visual aids. I think that all of me are agreed on that point. However, we are dealing with small plana as well as large piano, and very fre quently in the small piano, those facilities 1 ni* 7 i^ongrett, /yf/ such a* you describe aren't available. I will agree that a lot of that instruction could be given probably by sense agency out' side the plant. - MR. COIN: Our corporation gives me lets niauus a week at the lunch period--at the end of the lunch period--for training. Eads foreman ulki to his group and you would be surprised what public spoken you can stake out of foremen. Each Tuesday at lunch period when they come hath, we take toi minutes for meeting every wed:. CHAIRMAN GREENWOOD: In dosing this meeting formally. 1 would like to sum* mariae a for thiop. It -- to me that the dlscpsaco today forikam that there *t a greater need for dinasimiioa of "know bow". We all agree chat instruction A<mM be aO fodoave, not only for the employee, but for the foreman, the engineer, the inspection and maintenance and setup man as well, I believe the real "know bow" of most o! our punch press problems is in the mindc of foremen, and ax your present chairman of this section, 1 would like to enlist your cooperation in having you said in any in formation regarding pcmei pren operatioo. the type of trainwig you give, the type of guards you urn, bow you mca your various problems, your supervisory techniques. We think if you men wfll write four the Council and tell bow you do or that, how often you think it an be done or should be done, tint your can arrive at a coocensus. Then, perhaps at this time next year we may be able to give out a list of suggested recommendations which are an out growth of the of aO industrial fore men and safety people. rroo--3-**--N 35TH NATIONAL SAFETY CONGRESS ELf- !> `srici VOLUME XX PUBLIC UTILITIES SECTION NATIONAL SAFETY COUNCIL, INC 20 NO. WACKER DRIVE - CHICAGO 0, ILL Foreword * I'HJS Transactions of the 35th National Safety Congress and Exposition of the, National Safety Council are pub* iished in 29 volumes. Volume I includes the Annual Meeting, Banquet* Women's Activities, Index to all volumes and List of Exhibitors. Volume II contains the ASSE Session and the Industrial Subject Sessions. Volume XXIX contains the Early Morning Sessions, "Psychology Yon Can Use." Each of the other volumes is devoted to the sessions of a single section or division of the Council. The transactions are a record of the' proceedings of the Congress, condensed and edited for reference purposes. The complete original manuscripts, many of which <wnfew charts and Ulnstxations which could not be reproduced here, are available in die tiles of the National Safety CounctL The National Safety Council seeks to eliminate from dis cussion matters cot pertinent to the aims of die Council. However, it cannot accept responsibility for the views ex pressed at the Congress or in this record. It is expected that the new format of these Transactions will permit wider and more effective use of the material re lating to various fields of safety. At the same time, die whole set provides a complete and indexed .reference work on all phases of accident prevention. THE NATIOICAI. SAFETY COUNCIL SO Xbrih Wockar Drive Chkngo B. QL wirwm*.*.*. 3 sfarj 35th National Safety Congress Transactions Title Vol. Aumuxl BangaeL Woou'i JlctiotiUe. bdn to aO Volume* andExhibitors.......................................... l American Society oi Safety Engineers and Subject *TMelons 2 Abend*Manufacturing Section............................................. 3 Air Trcmnpoct Section....................... 4` Automottft and Macldno Shop Stctoa....................................... 5 Cement and Quarry Stdoa................................................................6 Chanted Section...................................................................................7 Coal Mining Section................................... 3 Commercial Vahid* Section.................. Construction Section.......................... Food Section...........................................................11 9 10 TnritirtrWd Ndatxtg Section............................. Merino Section ......................................... 13 13 Moat Packing, Tanning and Leather Industries Section..........14 Motrrls Section ............................... 15 Miring Section.................................. rupee and Palp Section.................. Petroleum Section...................... Power Pro-- Section.............................................. 13 17 U 13 Public Utilities Section............................... .10 Railroad Section ...................................................................................u Bobber Section .................................... 99 Textile Section.................... .U Traffic Section........................ 14 Wood Product* Section........................................ 15 Farm Safety ...........................................................................................23 Boms Safety............. 17 School and College ImiIcith................ It Psychology You Can Use (Early Seosfem)........29 PB1CES OF EXTRA COPIES OF INDIVIDUAL VOLUMES VOLUME SIZE itopcopia zo to yy copits zoo to 999 copies hem tima *4 pages-* jo ex. % .,s ea. | .15 ea, *4 *048 J| " JO " jt> m 49 96 PM*-- " *c " -jo " ow 9 P*f"-- -V* ** ^5 ** 4} ** Complete set ot Transaction* (19 volume*)--$5.00 NON-MEMBER plica are double member prico. $ jjei. -a " 4 Public Utilities Section ExscutiT* CmninfflM 1947-1948 General Chairmen--J. B. FORCHER, Division Coordinator of Pcncond. Ohio Edboa Co.. Akron, Ohio fice-Chairmen--fL L. FTTZCEKALD, Otvbba Coordinator of Ptnoond Relations. Ohio Edison Co., Springfield, Ohio Secretary--h. P. HOFFMAN, Safety Director, Florida Power k Light Co., Miami. Florida Engineering Committee--E. S. HANNAPORD, (Chairman) Sopejviaor ot Employment k Training. Long Lisa Plant Dept., American Telephone k Telegraph Co, New York. New York; W. BL SMITH, Safety Engineer, Public Scnkc Electric k Gas Co, Newark, New Jersey; C. A. COUTTS, Safety Engineer, Bureau of Safety, Chicago, Iilitoois Dote Sheet Subcommittee--E. M. CHASE, (Chairman) Safety Director, Central Vermont Public Sofia Corp, Rutland, Vermont; W. E. RUSHLOW, Engineer, Rural Electrified lion Administration, Washington, IX C. Safety Instruction Card Subcommittee--tL R. CONN. (Chairman) Supvr. of Training k Safety, Power Station* Dept, Duquesae Ugfat Co, Pittsburgh. Pennsylvania; A. A. IUNCL Manager, Safety fc Clahas, Public Service Go. of Colorado, Denver, Colorado; JAMES C. GENTRY, Safety Engineer, Los Angela Dept, of Water 11 Power, Los Angda, Calif. Exhibit Committee--V. M. GENTZEX, (Chairman) Coordinator of Employee Relation*, Ohio Public Service Co, Cleveland, Ohio; E. A. HEWITT. Safety Director, Uuh Power It Light Col. Salt Lake City. Utah: 1. R. DOHR. General Safety Engineer, Consumers Power Co, Jackson, Mkfc. film Committee--H. J. CRIS1CK. (Chairman) Safety Coordinator. Cleveland Electric Illumi nating Co, Cleveland, Ohio; WALTER H. UNDERWOOD. Director of Safety, Central Maine Power Co, Augusta, Me. Health Committee--DR. HART E. FISHER, (Chairman) Chief Stngeoo, Chicago Transit Au thority, Rapid Transit Dir, Chicago, HI: DR. H. R. MclEEN, Medical Director. Public Service Co. of Colorado. Denver, Colorado Training Committer--Vf. S. KITCHEN, (Chairman) System Safety *Soporisor. Appalachian Electric Power Co, Blueftdd, W. Va.: A. B. LARSEN, Supervisor, Safety k Training, Construction Dept, Commonwalth Edison Co, Chicago, DL; E. E. BECK. Safety Director, Idaho Power Co, Boise. Idaho; C. E. HAMMON, JR, Aw. Safety Director, Columbus k l Southern Ohio Electric Co, Columbus. Ohio Membership Committee-W. T. ROGERS, (Chairman) Safety Consultant. Ebaico Services. Inc, New York, N, Y4 J. P. McCANN, Safety Manager, New England Power Service Co, Boat00, Maa>4 J. K. STOTT. General Supervisor of Safety k Training, Georgia Power Co, Atlanta, Ga. Poster and Safety Kinks Committee-E. R. LEHMAN, (Chairman) Safety Director. Interstate Power Co, Dubuque, Iowa; F. T. ELLENBERG. Safety Engineer. Atlantic City Electric Co, 1 Atlantic City. N. J4 H. A. PTOLEMY. Safety Saperrisor, Public Service Co. of Nonhem minob, Chicago, HI. Publicity Committee--R, P. DOUGLAS, (Chairman) Safety Director, Detroit Edison Co, Detroit, Mlcfa4 E. L. FITZGERALD. Division Coordinator of Personnel Relations, Ohio Edison Go, Spxingfidd, Ohio 5 6 35th National Safety Congress, 1947 Program Committee--C. L HIGHTOWER. (CbiliBU) Safety Director, United Gas Pipe Line Co, Shreveport, j^ H. T. JAYNE, Safety Supervisor, The fbiladdphU Gas Works Co.. Philadelphia, Pa.; G. J. RUOFF, Safety Engineer, Central Hudson Gaa A Electric Corp., South Road, Poughkeepsie, N. Y. New Letter Committee--Yi. H. ADAMS, (Chairman) Safety Diicoor. The Manufacturer* Light & Hat Co, Pittsburgh. Pa-; W. I. BROWN, Safety Director, Consolidated Edison Co, of New York, lot. New York, N. Y4 ROBERT F. LA MARR# Supervisor of Safety, Commonwealth Edison Co, Chicago, HL Statistic* ir Contest Committee--D. C. STEWART. (Chairman) Niagara Hodsoa Powsi Corp, Buffalo. N. Y-; A. A. RALL. Eamat City Power k Light Co, Earns* City, Mo. Off-the-Job Accidents Commiffer-C. H. DtNSMORE, (Chairman) Safety Director, Whcaswin Power k Light Co, Madison, Wk;.H, B. McMAHAN, Safety Directory, Florida Power Corp, St. Petersburg, Fla. Special Projects Committee-JOHS HacLELLAN. Safety Fitfinwr, Hjdro-Efecrric Power CommhiSan of Ontario, Toronto, Ontario, Canada; A. J. NAQUIN, Safety Counselor. New Orleans Public Service. Inc, New Orleans, La; Du E. HUSK. Safety Director, New Jersey Power A Light Co, Dover. N. J.; JL S. METZGER. Director of CSanas A Safety. Toledo Edison Co, Toledo Ohio Memberm-Large--M. A. THORNTON, Insurance Supervisor, lot? ns A UiH^pn Qearic Co, Sooth Bend. ImL; GEORGE G. WALDROP. Safety Eiuinsn- City UtOkks. Pmr Wayaw. Xnd^ C. N. RARESTRAW. Clrvrlsnrt Elmcric Obrintlig Co, *--T Obio Coaadhn (Paw Cental Chairmen)--J. ft. DOUGLAS, Managor, Oasalty A itoaaaa Dqa. The naddpbh Gaa Worts Co, Philadelphia. Fa; WILLS.MscLACHLAN, HydroDank Power C-mmiiwIm at Ontario, Toronto. Ontario. Cemfe; E A McCULLOCH. PuridLoe. Breen of Safety. Chicago, m* GEORGE OPT, The Detroit Edina Co. Detroit. Jfitto; C. J. RUTLAND, Texas power A Light Co, DaBm, Tune; H. 7. WEBB, The Wm ream Oncnfe Cemfamy, Pittsburgh. Pm; E. S. BEAUMONT. Director of Safety. The Pwpfca Cm. light A Gate Cft. Chicago, HL; G. A. DOELLER. Safety Engineer, The Doytsw Power A light Co, Dayton. Ohio; C. ft. BOUXJET, Director of Fmonad. Wo " 11 ' a PnbBc Service Cory, Milwaukee. Wu El J. EREH. Manager. Accident Prevention. DnqoeMe Ugfeg Co, Ffttsbargfa. Pa^ ROY U. GODWIN, Director of Safety, Phibddphia Ztottite Cm. Philadelphia. P14 R. 5. METZER. Director of CUm A Safety, Toledo Edison Co, Toledo, Ohio; H. A. PTOLEMY, Safety aupctfiws, Public Service Co. of Northern Illinois, Chicago. DL; CHARLES A BOWDEN. Frodactkm Manager. OUo Public Service Co, Cleveland. Ohio; P. L. G. HASSKARL, Safety Engineer. Pennsylvania Power A Light Co, Allentown, Pm; XX C. DUNCAN, Syria Safety Director, Appalachian Electric Power Co, Bfaefidd, West Vm; E. S. MINER, Engineer, American Telephone A Tele graph Co, New York. N. Y^ J.'O. LESLIE. Director of Safety Gilbert Aaodats, Inc, Reading. Pm Special Representatives--&. J. KRH, Manager, Accident Fmatkn, DaquaM light Co, Pittsburgh, Pm (I.K.T.) W. F. BROWN. Safety Dir, Consolidated Edison Co. of New York. Inc, New York. N. Y (A.CA.) J. E. YATES, Safety Supervisor, Padfie Power A Light Go, Portland, Oregon (Mountain , States and Pacific Area) Stag Rcpronitstnw-EDWARD M. JASPER. National Safety Qrotirfi. lac, Chicago, IQ. Public Utilities Section TUESDAY AFTERNOON SESSION October 7, 1948 Presiding: J. O. LESLIE, Director of Safety, Gilbert Associates, Inc. 7 An EuftnWinl Ranrivm a Twanty Ymt SaWly Program By W. E. MITCHELL Ex-PiMldml, Gwnjia Pnm Company A recent * of the Saturday Evening Post carnal the .ujng headline--*T; ease to KHL~ Of course it had rtliwsw to the ter xific toQ of Ura lost in highway accidents. Whenever we have a 3-day week-end holi day we are warned that joo or 400 people will be killed, and they asm The number of acci dents ! sod are*' .3 the home are appalling. But this great convention iodiata the deep interest of every Bee of boanta here represented in doing a better job of anddsn prevention. With that thought ia miad it wrmert to me that it might be hdpfsl if I aectsd for marly 43 pro. and me if we few human suBoing. The mining of men in air practices and the avoidance of acodcxus tally justifies hiving a safety program. What win make a suctorial 000--that is hards to soy bat certainly it will take care ful planning, thorough training, and sus tained tsflew ap as pstn of the duties of all npht aqfsjm. Haw dal we mosaic its aaooplishioctu* -rime is not iMnlt A steadily decreasing number of accidents per too man-hovn wrinl and a mntimiBd reduction in fatal tire posef that year program Is working. Hew to ikiuhip a aucctmfnl plan-writ. I'd my thse the fiat and most iwymmoc factor l be cwsBpktriy and ' arid an the importance of cream; there me seme kmrh that. Re the lingrr hum emhg in smut with five wires tarrying high wlngr. sure mmch more prevalent In the electric stifey bwbwa. There is one thing that 1 know as well as anyone here a thing that we aO ought to know. It is the reccgnlrioa that we can't fee up; that, on the contrary, we most work harder than ever to make safety pay biggAr dividends than It ever has paid before in tarns of human life and happinoe. of In dustrial productivity and economic writbring. Mar. at pohaps nowhere rise, eternal vigilance is the price of continued succom Why have a safety program? What makes a soctcmful out? How do you measure its amwnplhhmenrs? Much has been written and spofcoa on this subject. 1 can't icQ yon any thing new, but old lessens, like sound old proverbs, wS bear repeating. Men at wotk are still ranch like overgrown children, prow* to forget and prone to slip backward. Why hare a safety program--because H pays big dividends in mb. and la a dearer aoosdentm Acddcnts cost swmey and are an economic waste, aside from earning ntafleo Management mast take the leading port in a progsam of acrvVnt prevention that ------ so anything Minigrmrni has to fwhfate k. see that & permeates the whole otganharian. give it rraotional appeal, and keep |t altre and going after the first interest has died down. You cam employ mfecy di rectors to advise with the management, and with the men about good techniques.' Safety directors can help to carry out the policies of the management, bat they can't do the job alone, without the assistance of manage- The wages paid must be fair and adequate and there i" be reasonable permanency in the job. if we expect the workman to be come hucrotcd in accident prevention. U Is the duty and obligation of a company to take the leadership-in activities of this kind from which the employees benefit. The praidast or rr teral manager cannot dele gate the organisation of the safety program way mmgWBS gets results in production, or h'poRhuhg or to srIBng Management most rote that the flautrioasag at the 8 35th "National Safety Congress, 1947 safety program Is just as important to effi ciency io the plant as any other major ac tivity. Accidents are pure waste of men. ma terials and money! The primary objectives of the safety program are to eliminate these needles wastes, and, therefore, safety is an important-part of management's business. The three E's--Engineering, Education. En forcement-are the basis of all sound traffic plans. I think they apply equally to sane, sound, sucoesful mfery work. Engineering--it is management's first and primary responsibility to make the condi tions of the work place physically safe. The best possible tools must be provided for each type of work. They must be frequently in* speaed and checked to be tore that they are kept in first-class working condition. Only when it has done this can management ask the workers to take an active port, and the most necessary part, in any safety program. Every new job must be engineered from the standpoint of the safety of the workmen who will carry it out. When management does its full pan it is easy to get the other employees down the line to understand the Importance of safety and to accept and follow the second E--Education. We are learning that Education Is a never, ended job. Man teams quickly and forgets quickly, until education and practice lave formed safe working habits. They form habits of the right kind, and, therefore, they build character and make better men. Enforcement tnfens sound, firm discipline. It mans careful, unbiased investigation by competent committees of every accident, pub lication of the findings, the preventive meas ures against a recurrence, and the proper dis ciplinary measures if the accident was the result of oretessness or negligence. * Any safety program must be soundly or ganized with a competent safety director and safety engineer. Therc-ratm be some definite goals set. While records may be a, nuisance they sre necessary to record success and fail ure. But the safety director and engineer must spend most of their time in direct con tact with the supervisory staff and foreman where the work is being done. They must make known to the men bow keen the man agement's interest Is in the accident preven tion work. Employees are very sensitive to what they think is the attitude of the presi dent's office. If safety is considered of great importance there this attitude will certainly be reflected right down the line to every em ployee. Of course management must have capable men for carrying out the accident prevention but If the job Is to be well-done it must meet with committee, must know personally what the main objec dm are, and most actually lead all employees in the campaign against accidents. Accident prevention is good business. Safe methods of work are money for the tom* puny. It is good enough batioem for tbc management to give it full and serious at tention. You all know that accidents cost money without my telling you. When an acridmt occurs, work Is dhraptsd, possibly equipment is damaged; if a new man baa to fill a vacancy caused by sa Injury there b a slowing up and lam of efficiency until the new mas leant his job. There is always the poratbOlty that tbc new man vriB make a serious mistake on work. When the injured man ratniua to the job, after recovering from Us accident, he is still far from his peak of efficiency as a worker and does not reach that peak again for a long time. These are what we might iadiren expenses, but they are jo* as real as ffirect expenses. Looking at It cold-bloodedly, rfa^ily from a profit and loss standpoint, mnugrejuii ones just as great an obligation to tin stock- holders to initiate, direct and whanlm safety work as to direct tbe production yrecao. Safety is jnM as much tbc ropcmIbfltey of good management as good openiog poe tic** or good tales mrthods sad 1 my st it pay* just at good dividend*. We go to great lengths to cuusave oar companies* pbymai assets; why not more attention to conserving its greatest asset--its employers? You are probably tight now, "WeD, that sounds all right but it's too general. Have you any proof that a safety program will conserve manpower, wiO radon; labor turnover, win improve efficiency?** The Georgia Power Company now em ploy* nearly &ooo people, seniug some jemo square miles of territory, and gjouo twtensers, it has bad an active sad steadily im proving safety organization for re years new. and Its record supplies ample and affirmative ptooi. Definite plans with a safety dsreaor were actively inaugurated just abore re years ago. Many changes have been made tines and toe Public Utilities Section 9 --umber and severity of lost-time accidents have been greatly decreased. The safety council, selected from depart ment heads and cooperating with tbe safety director and engineer, has been an important factor in achieving results. Tbc thorough investigation of every serious accident by an independent committee and the publication of Us findings has likewise been a most Important factor. Then the con tinued education in safe practice* and the annual safety contest between the six divi sions of tbe company bavc helped make every single employee aware of tbc ucppna.no of this work. A trophy presented at a dinner to which every employee in the winning division worked has developed a splendid friendly rivalry and a grrat reduction In accidcnu. As A1 Smith used to ay "Let's look at the record." In 19x4 Georgia Power Company had 14.51 lost-time injuries pra too employco; 6 of them fatal. In 19*7 it was 54$ L.T.1. per too employees. In 1946 it was -rr L.T.1. per too employees, with 3 of them fetal. Tbe Augusta Division, with 414 oaptayres working 3463x100 man-beam, completed the yean 1943 to 1946 inclusive without a single disabling injury. The Macon Division, with 396 employees working 1407,000 nuyboun, completed, the year 1946 without a disabling Injury, In 194* and 1945 tbe company completed the year without a single fetal accident. (The phone call at irjo AM. January t. 1943.) Tbmc results are concrete proof that in telligent continued effort will get results. We hare teamed much in so years. Some of the factor* which contributed are as fol lows: Safety begins with a thorough pre-employmem medical examination of til new em ployees. It is aided by an annual examina tion oLall employees over 40 years of age. Croup safety meetings arc htM regu larly for dtsciuokm of job harards, accident causes, ac, and Individual employees down the line frequently head these meetings or lead the discussion. rather than tbe fore man or superintendent. lives two or three operating practice meetings arc held dm tog the yrar in each division, attended by swpervison and fore men to disrina rip 1. firing and accident pre vention prtihlrmi. and have psmm very helpful. * The majority of the operating rmpfoyres and many of the office pcmmncl have com pleted tbe Standard Red Cross First Aid Courses. Practical first aid measure* are reviewed frequently at tbe rnion safety meeting!. I have already mentioned the importance of independent, thorough investigation ol fveiy loM-tisx ttridmL Tbe thorough dis cussion by local groups of tboc reports and the oodoioM and recommendations brought oof have led to desirable changes is Use amcructioa spetifiotioas. and meth ods of handbag job. aU with the object of making the work safer. Greater use of rubber goods for covering up hoc lines is a typical example, lo 1939. following a scries of contact fatal accidents, we adopted the practice of covering all imme diately adjacent wire*, neutrals and grounded apparatus that the workman might acciden tally come in contact with. This has resulted in the saving of at lost seven lives during the past seven jan. Pole top resusdtatiou wav adopted in 1939 and has saved the lives of three of out line men following contact with energized lines, A Dinamtl coolest was established fss 1941, and based cm tbe frequency and severity of disabling injuria. Since 194a no division has woo the contest without a perfect record. Augusta Dirisaon has had a perfect record for the past four years, and abo this year to date. During the six yean of tbe contest (1941-1946) tbe divisions had a total of 7B disabling injuria (6 total) as compared with 157 (17 feral) during the previous six yean. For yean emphasis has been placed upon the proper training, and instruction of em ployee*. During the past two yean more than 300 employee* hare hern given tbc formal basic lineman training. frsgtoUy aU of our supervisory personnel have completed the ten-hour Job Relations Training program. Another contributing factor in ihc results obtained is the Croup Accident and Health Disability lmutantr which was inaugurated in 1907. It corned at that time only hourly paid rmplnyen fee ticknot andnoa-occupa tional aodiaa. with a 3-day .waiting period, and benefits were Hraheri to three months disability. During the fine five years, participation dropped very low and costs shot sky-high. We 10 35th National Safety Congress, 1947 reviled the plan in igjt, to cover (rota the eighth day up to six month* and included occupational accidents at one-hall the amount of non-occupational accidents and extended the coverage to all employees with a graded schedule of benefits averaging about sixty per cent of earnings, on an experience basis. The participation rapidly came up to 85 per cent of the employees. By 1955 we were able to waive the monthly deductions of premium for several months from dividends received. Participation incrcascd by 1957 to about ninety-eight per crol of the employees and premium waivers .became more frequent. In 1939 we extended to the employee, without a change in pre mium, hospital coverage, and in 1940 we ex* tended surgery coverage. These two exten sions paid for themselves by corrective sur gery and correct treatment, in reducing time lost from disability. In 194a the disability benefit period was extended from six months to twelve months, and surgery allowance was increased from $5000 to $75.00 with no change in premium. The record shows that the company is in creasing the benefits paid for occupational accidents and increasing hospital allowance without any iocrease in premium. Group hospitalization insurance was made available June 1. <944. to family depodents of em ployes*. This is provided by a separate pre mium. The company's doth rate the past eight yean has been reduced to 7.7 from the previous eight yean of 114 per year per t,oou employees, or j pa ant. The premium rate is the same today as fifteen yean ago and below the National Standard, Still another helpful factor are the eight Credit Unions in which 5,35s of the com pany employees are shareholden with a total investment of fag6,tgo as of June 90. 1947. 1 fi%S employees have loans totalling $*00,993 from these Unions. The ability to get a loan in time of seed at a reasonable rate of in terest is of great value to an employee, and the relief from mental anxiety may prevent a bad aeddest. Yes, preventing accidents and saving lives involves etoiml vigilance, long ptoeak train ing and attention to a mffitiwJu. of but tooling hark over *0 yean of it with Georgia Power Company 1 can truthfully aay that it not only brinp a lot of ntisfac tsoo, hot that st pays real dividends. Psychological and Human HdaBoos* Asp*dm of Accident hwo8nn By WALTER A* COTTER PhJ). Center for Safety Education. Now York University Structurally, acridcm prevention in the public utility industry, is quite simple. Al though it k'a demonstrably vital and valu able activity, there is little excuse for needlealy complicating it. The essentials are these; insofar as human actions are concerned: There are jobs to be done, linemen. deetriclans, substation employees, etc. When jobs are done right there are no accidents. Whea jobs are not done right there are accidents. The mission of acridrnt prevention, there fore, is to find the reasons why job* are not done right, remove or modify the muses, and thus cause the jobs to bt done right, which abo meant safely. It's as simple as that! Acddem prevention. la this view, is as intimate a part of produc tion as any other dement in production, for all that it seeks is to get jobs, ail jobs, done the way the jobs should be done. As human actions are stutstially the grata port of the accident problems, we are giving more and more attention to the study and control of human behavior. The remits of human be havior comprise the field of human ichdom . Major reasons far unsafe aftkins are these: (W are purposely omitting the factors found in an unmfie working oivironment. so as to concentrate on the human aspects.) Unfitness (for any reason) for the work to be done. Poor supcrvfdoo. Faulty attitudes of workers. Special susceptibility, ova and above the Public Utilities Section U average, to accidents. (This factor is man frequently tamed acrirfmi prooenos.) Unfitness tor week--If a man is unfit for bis work, he is likely to lack confidence whkb may lead to both >nitom awi disconlent. His "human relations** wQl be bad. and. what is worse, be may iaha ochm. Some reasons for this anfttw* for work are poor personnel procedure and poor training. Poor personnel procedures indude poor preplacement physiol and inadequate surrey of a sun's retrtng and experience; inadequate proraioB for neces sary training and propa awiguwr ut. An in adequately trained aua is a potential "acci dent.** Foot supervision viD frequently weaken the productive efioro of cm the best mas. end this, too. cesses osdu the heading of poor human relations. Foremen win bear the daw and tusinuiil scrutiny of sunfOKat, ptnlahriy, in their relations wkh their awn. This is specially true in public wiilio uhssti there are so many "project** types of week.' mafi group* working away freon a center. Mamftsat should Dot take the posiritw that a nepervisor is beyond reproach awgi fy hoonw he is a spa view and that in any **--*-- be tween supqvbots and wmtsss there it a moral cMiprtiw os mmgemtus's pan to have both authority and a mlncm as ac cept the liupusriHThf that go with author ity. Ifinigcmnws wfll he writ advlwd sa exot evoy efint to wrengtha the mpa- include; Knowing what be b doing aad what his men are doing. That is, he man know Ms job. Teaching his workers tstrady. This aadudes the ability to begin teaching where the amt "it,** rather than a here the Maintaining good mem. which will an at the job, Us aad good fauna spect foe the nratsri the real cause will be discovered, and then taking action to coreect the situation. learning about his workers, their char acteristics, the conditions under which they work best, aod maintaining such relations with than as will breed mutual confidence and respect. To do these things, and they should be considered a normal port of good supervision, the supervisor must be ixrntng constantly about his tespousibiUtlet and opportunities tor accident prevention as bis part of the firm's total human relations program. A su pervisor who has an adequate conception of his responsibility for sound accident preven tion procedures will more likely than not be a supervisor who' realizes that the best pro duction comes abour when every man feds that this is a good place to work. Faulty altitudes of workers--The of faulty attitudes among vodm. Rich alti tudes as mSitair agsfaat good human rela tion* most be sought both within the indhidual and nocrirtc the individual. When fwn>doio| fluky attitudes, reck as "stick out" above the mlrodts of the greater num ber of workers, aorrainn should be given always to peosfale source* of irritation in managerial poHdre imjiwusj actions, or real or haded Mtadssi m the work cn- - If there are such routit* of iiritafiea, and if they are found to be "real" `1 be given to the 1 of. such causes. 1 are wcmnviil, there Is a good hope that the fiatoy attitude* will dis appear. Thu otocu. we ttpou the worker to " l. (z is often advisable There arc corals psychophysical bases for ear witsda. Our attitudes are generously eompendad at what wo know, feel, aspire re lows, hare, etc. On general attitudes and our spedfie ataitudm fane annually, their tirpriieace an* 1 who far a com- I so get ahead, i attitude that the world dots and Correcting l. A buy with pear eye* or poor hearr poor {apqat, w at a Nnoauoou. 12 35th National Safety Congress, 1947 Because of hb deficiency he learns slowly and soon the clast loves him behind. As the gulf widens he may take refuge in being a bully or in troublemaking or solitaxinew to compensate in his eyes and the eyes of others, for his deficiencies. That same boy, yean later, may be employed by a utility company. He still has the special attitudes which he developed as defenses, but now they are grown up and frequently are worse. He id* mils to Ids conscious mind only such evidence a* supports his attitudes, so that his bad atti tudes are strengthened and harder to change. be in a "quiet man," one wbo long ago made up bis mind just what he was going to accept from the supervisor. Without making an issue of it, be b going hxs own way. The above are some of tbe "bad** which may be found among workers. They are important, both in tbemdits in their possible effect on other workers. It as not suggested that the modem un dertaking should constitute itself as a it logiol or psychiatric clinic, ft Is suggested, "no, it is recommended that any intelligently- It is sufficient to remind ouxsdm that for every attitude there is a reason. Sometimes the reason, or better the cause, is on the sur face, sometimes much deeper. If the attitude managed concern should Indudc enough knowledge of human behavior and its wire triddes to accomplish that matt desired of objectives a harmonious family of mben. is to be changed, the cause must be found aod treated. free from major causa of friction. "> free horn accidents. Some of these attitudes are at follows: Let return, in ibis connection, vo the Irresponsibility--Tbi*. is the immature person who has never teamed or wanted to leans to accept authority, Unteachabkxif This person cannot be taught other because be knows it all or because for some other irawi be hu de veloped an unusual min mu to knowl edge. To tell such a penoo about a po tential accident situation is to get a laugh. He also may be a ball-learner. He bean only half of an Instruction, then turns his mind off. Gombativescm, Belligerence--This person . is just "against." He is against fellow work ers, the supervision, the management. His automatic reaction to any proposition Is to find, unerringly, some dement with which he can find fault. Clownishness--'Tbe down is - potentially the most dangerous person around tbe place. `Anything for a laugh* is his. <nwn. SoUttriom, or ttnfrirniHiuiM Ttiii per son is for some obscure reason, aloof. He may be deliberately unfriendly, or Invol untarily so because of lade of developed capacities for friendship. In any case he may be an unsafe worker, depending on the extent to which hi& attitude affects his behavior and on tbe to which his attitude may affect his working u a jacm- ber of a teem. Resistance to Sopervitios--This person is, foreman: for he is a key figure in this mat ter of altitudes, at he is a key fi|inc in pro ductions . and In aeddent prevention. He should take tbe lead in helping to cfosagr poor attitudes, but be should not work at it as if be were perfect. SimOariy we ihnrnli not be unrealistic and expea him to be a psy chiatrist or a psychologist. lliBiyait should be careful to sec, in derating an to supervisory positions, that these uwa either have the qualifications for real leader* ship, or have the potentialities for developing leadership. Tbe foreman, in turn, may treat a bad attitude just as be would treat an acci dent. `Wbat is the cause? What to be the reasons for the cause? "How can the be removed? Am I (tbe forsnan) at fault? There is no km in admitting mistakes. There is continuous km, friction and trouble in perpetuating them. icdfott-frenoN-Ia achieving this de sirable objective, special attouion should be paid U> that group pf workers, loosely tamed "accident-prone." While there may be dif ferences in technical definitions of aeddentprooeneas, we will repeat as our own gen eral definition, "that susceptibility to acci dents which is substantially over and above the accident etpqicsce of perrons dofag the mar types of work." It 1> apparent w-- judi persons need spedal attention in their own, as well as the company's interest. Pismfcting like the bettigerait person, against all su pervisors. But this attitude docs not require belligerence. In foa. the most potentially dangerous expression of tbe resistance may such a person, even when it is admlnhcretlvciy possible, is sot only a coofedos of dafeat by the company, but it is also a poor example of tbe best human relations. In such PubHc Utilities Section 13 cues, the most thorough perrons! examine tion possible is advised. There mat be hade reasoos for continued swvccptibflky to acci dents and often soch iri^mr are discoverable and lend themselves to treatment. Search must be made among the fePowiag elements: The psychological and aoental makeup. Tbe past history--family and anbmmental. Attitudes, implied or expressed, toward family, the management, working amodates, supervisors, and others. Observed behavior patterns. Certainly, there is at reach warrant for salvaging a worker, as there is for salvaging a piece of material. Gzrefil work done to re constitute a worker as a safe operator will have as beneficial effect oo good toaun rela tions as innumerable pcurei. setaeons, or rule books. We must begin with the postulate that any person Is "safely" employable, if we are willing to work with him to dfaoovcr and remove any factors whkfa may ante him to work, unsafely. This is not the tfaoe to discuw exteretvdy various techniques which may be treed, bare it is the time to rafins our belief that verified caam of accideot proneness should be viewed just as we would view an flings or an injury. fleam triiriom de mand human cosMnstim. It is the aitrm tf yyrWihigy re dl re a fact of experience, that the hot way to cere a bad habit Is to peratade the persuu to adopt a borer habit. This anon applies as well to groups as to ladjrfckuk, and to largescale operation* as wed re to Individgal effort, fn considering, the hetman relations' aspects of aeddent prevention, therefore, wc ate led inevitably to the belief that sneoas in aed dent prevention win be an invariable con comitant u> lutixeM fcama rriatfom with in a given plant or isdsen. The convert of ihb fires is a point nude earlier in this papea Iku a dome and thor ough going aeddent prevention program may be a means of achieving a good program of human rdatioaa. These two activities, human relations and accident prevention an* recip rocal and interdependent. The reason is sim ple, basic and convincing. Each is based on the American concept that a man has worth, significance, and that on any work which he undertakes, be to an indhddnal whose wrifore and viewpoints are amxtevs of primary concern. Both of these mutually retaied ac tivitim are aynwiuw of fundamental good wilL As such the more successfully such good will is translated into active and concrete practice the more bulty attitudes and other focxoci which interfere with successful human relations will tend to disappear. In furthoing a program of human rrla-dons as related to aeddent prevention, man agement should ask itself the following ques tions: Is the attitude of management towards safety (which is understood as an indispensa ble adjunct to prodoction) wbolehmrted and sincere In expresring this attitude--is as much weight given to the welfare of the workers as to the posible monetary savings? Is provision made for maximum safety in all operations, including mechanical means, physical conditions, and work practices? Are the supervisors real leaders, intelligent in their own duties, impartial, thorough, and do they do their utmost m recognizing their responsbflitig aod opportunities for pre venting aeddenis, including a knowledge of the workers asrodated with them? This knowledge should indudc knowing each man as an individual, bis temperament, his home conditions, and knowing the conditions un der which he works bat, and wbat condi tions affect him adversely. Are tbe workers treated generally as men, rather than func tions or "numbers?** Are the majority of workox, safe workers, and, if so, to the considerable influence of this group used intelligently to bring other* into line? In short, is it a good place to work? After all, accidents, as bad and as costly as they are, are but ooe form of human wane. There are other lossa which are considerable but which may not be as easily computed as accident ken. All of that kata, accidents and others, flow from the steady drains oo out economy caused by poor human relation*. Is it too much to believe and to hope for, that more attention to the human side of production will effect incalculable human and material niinpl Is It too much to say that In this troabled world at this time, every effort to strengthen tbe real bulwark of our world, our toes' and women, will be oar only guar antee against chaos. Is it too much to hope that in this effort for better human relations and fewer and lewo accidents, tbe public utility compenis of the cation should take an earnest and a conspicuous part? M 35th National Safety Congress, 1947 Fitting the Employee into the Right Job by the Use of Placement Tests. By MORRIS S. VTTELES Director of Pmnnnri Rwecnch Good Training, Philadelphia Electric Co. A number of yean ago there appeared in England a book entitled "How to Run a Bassoon Factory" which good oaturedly poked fun at recent developments in the appUcalion of scientific methods in business and in dustry. The use of psychological tests was naturally not over-looked by the author and there are a few page devoted to a discussion of the use of such methods in the selection of workers. After pointing out that the modem fum should have a "fint-dui psychologist to look after the selection of work people** the author pa on to nr. "Clearly, if you tram a man to stand and look at a machine, aod you take on a man who is (a) Blind or (b) loopable of looking at a machine then the machine won't be looked at, which will Decrease ESdcncy. If, however, you use Scientific Methods, your psychologist will **~ leet a man who (a) Isn't blind and (b) Loves standing and looking ai ma chines. "The machine will thus be looked at and this will Increase Efficiency. The technique of scientific selection be goes on to say, is something like this: " (a) You take your applicant and place before him an Unfamiliar Piece of Prose. If he can read it be isn't blind. If be can't nad it he is cither blind or an't read, in cither of which caso he is Unsuitable. " (b) If he gets through this test satisfac torily, you take him along, place him In front of a marhfne and tdl him to look at it. If, wbe you come back an hoar later, he is still looking at it, be is Suitable, if, on the other hand, be las stopped looking at It, note what he has begun So do. The following list shows how this may help you to fit him into an appropriate job. "If he k; Then be is more suitable for: Asleep Night watchman Gone Traveler Reading the'paper Director Writing a letter Clerical Post "The main idea is to place people in posi tions where they may use their natural Bent. If people have no natural Bent, but just way straight all the time, they are suitable as Cashiers."* I recall that my first reaction upon reading the material died was one of mcnimcpl at what apposed to be an attack upon the dignity of psychology and of the professional psychologist. However, 1 was mire quick to recognise that. In fad. this bit of satire gives a fairly dm approximation of wbat the practical man frequently thinks- of the psy chologist and of the way in which be goes about fitting the right employee to the right job by the ate of psychological methods. Beneath all this gibing by the author of "How to Run a Bamoon Factory** 11m a keen appreciation- of the cmential skepticism concerning the me of psychological methods which, in the pert, has seriously hampered the wider application of psychological selec tion methods bared upon a sound and ade quate program of research. Moranrr, la spite of the many papas read at sassy meoiags on psychological procedures for selecting per sonnel--and sometimes, 1 suspect, because of there papers--there is still considerable mis understanding about the role of tots m the sdectioa and clarification of employees. For this reason, it terms appropriate io take a few minutes for a brief surrey of baric prin ciples applying to the ore of psycholegieal tests in fitting the . worker to the job . One baric principle is that tests do mot Me the plot* of the tniereUw or supplant nlher methods ordinarily used m tile employ, ment of personnel. It k sot possible, now, and I questtort whether it will soon--If ever--be fitrestle to use tests alone foe selection porposm. There are aspects of personality which rirtont a* present be. measured adequately by uses and. tinder any dronMaaces, the anploying of ficer should satisfy blmsrlf that the sppBmaa for capiejaot or transfer U the kind of penoa with whom he can satisfactorily get along. In pawing, it should also be noted that bosh the application blank and the isrerim Public Utilities Section 15 are themselves subject to improvement by the application of scientific atthnk and that much can be done to make wlertkan more ef fective by research oa these employment methods. However, all of this mssiij sup ports the point of view that tests supple ment and do not take the place of methods which are customarily used in the amemment of applicants for job vacancies. Another baric principle re the we of p*y cbotogiol tests for |iinrmrnr k that such tats are not too per cent dependable. Tests cannot be described *s too per cent dependable, or as having anything dose to this degree of dependability, if by depend ability is meant that the ore of tests will re sult in the placement of otdy employees who tsill meet the job performance standards, in the rejection of all who win fall to meet such standards, and in the rejection of none wbo on be expected to meet there. Unfortunately, the professional psycholo gist has sometime spoken wkh such enthusi* asm about hh tew as to give tins mistaken impression that they are infallible instru ments. Moreover, tbc average employer who has beard a speech about tests frequently ends by expecting too much of them. The fret is that, in the toefit tests'and allied prycbologtral technique, we are doling amply with "probabilities** and not with certainty. However, on the basis of adequate statistical treatment, it k poaribk to make accurate pre dictions as to the characteristics of a group hired through the application of Improved psycbologlal metbrwk fwcvWrrtns* as to the proportion of these employed who will qual ify fer the job and be retained, tad the pro-. portion wbo wiQ ptpve umstlrfnftij. and be -sr--*----* # WhSe tests do not scppfiDt other methods used in fitting weaken to jobs and tots are sot too per rent dependable it k ahs an irsfstTMwd fact that where psychologists have fen gfent the opportunity to conduct thor- research, better and man dependable results hove usually been achieved in the selection and placement of employee* than earn be obtained through the urn of only traditional methods. There k eon- ridmth evidence that, where a testing pro gram k set wp on the bask of adequate re search, considerable improvement can ordin arily be aariripatsri in the way of increasing the proportion of qualified mat selected; shortening the training time: decreasing the numbs- of errors and accidents: reducing labor turnover, aod accomplishing similar worthwhile objectives. A typical illustration is found in a marked io tbc percentage of unsatisfactory apprentices as tbc result of the wsc of wcliwaniferrfkwl tests by the Scorillc Manufac turing Company *. The SooviU Testing Program was started late in igij, Following an extended period of research, tests were in troduced in 19*6 in hiring rectal trade ap prentices. The percentage of unsatisfactory apprentices, which bad hovered around 40 per cent for tbc previous five yrere, dropped .to 17 per cent- In iggo afto a study of additional tests, two more were added to the battery, and the percentage of unsatis factory approuiem dropped. The foreman who rated tbe apprentices on their program and skill In mechanical work never knew the test scores. Not only was there a sharp decrease In the number of unsatisfactory apprentices with acb change, but the unsatisfactory workers were laid off earlier, instead of bring carried along to fail ultimately, when tbe lorenwm realized they could be replaced by better boys. In the tea yean subsequent to igjor new and higher requirements for potential de velopment of trainee beyuod the original goals were sec, tbc number of apprentices trained currently increased, etc. Nevertheless, the percentage of failure, as of 1941, was still about ft per cent. Thk fact k attributed to an enriched interviewing technique which, incidentally, shows the advantages available front the study and improvement of inter viewing methods themselves. Another illustration of the lucfolncsa and tbe extent of dependability of tests k found in the ace of Motor Ability Testa in the selection of street car operator*. Using a score of 90 or above on this test, it was found necessary to hire only 105 men to obtain 100 qualified operators (aadkbia wbo were able to complete a rigid training course sat isfactorily). * Using a score bdew 40, it was necessary to hire tri meet to obtain 100 qual ified operators. With a score of 60 to 69, 14s men are needed to obtain too qualified op erator*. Now In coot!doing these data. It k to be noted that even with tbe highest scores there were still fire men wbo faded to make good on tbe job. In tbe illustration died, the de pendability of selecting qualified employees 16 35th National ''Safety Congress, 1947 increases as higher scores are used in selection, but in no ok was too per cent dependability adtined. As a matter of fact, 1 would be very suspidous of any repent which stated that such a degree of dependability had been reached. Ncrcnbdm, such figures indicate both the improvement which on be effected when tests are used to supplement ordinary employment data and the way in which known probabilities for selecting qualified personnel with scores at different levels can be used to advantage in selecting the highest passible proportion of qualified workers from the available labor supply. The experience of- the Army Air Forces in the selection of pilots furnished another illustration of tbe degree of dependability of tests in select!do and placement. As is well known, tbe cost of training an Army pilot-- and also a civilian airline pilot--amounts to a considerable sum. For (his, and other rea sons, an extensive program of testing seas used in the selection of Army Air Forces and is now under consideration in cooacaion with the selection of civilian air pilots. As a final test of validity of this selection program. m-15 men were assigned to pilot pre-flight schools regardless of the scores made on the tests already in use for the selection of Army pilots. Of these, only *3 per cent were axon fut in completing tbe pilot training course and in becoming rated pilots--a percentage far below that attained when only mar with passing scores on the pilsc ten were assigned to training,* In the Army Air Forets selection program the numbers 1 to 9--called stanines (standard nines)--were used in predicting (be probabililis of success or failore during training as an aircraft pOoc. Eights and g's represent scry high scores, whereas i's and ik repre sent low scores on the tests used for classifi cation purposes. Approximately 65 per cent of the men with scores 0(9,8, and 7 succeeded in completing Sigh* training, whereas only 30 per cent of the 4'* azsd 5'* and iTe only a very small percentage of tbe t's, >'1 and gh were successful In completing (light training. The tesu proved to be more dependable than other methods of sekcxioo in terms of redoesng tbe per cent of men eliminated during flight training. However, the tests were far from too per cent dependable. More over, using tsu and raising the entrance standards redores the number of men who have to be Rained to meet a given quota. lowers tbe training costs, and supplies a greater pwrsisuigr of dependable men but, at the saaoc time, a greater supply of candi dates Is needed to produce three results. In general, a icvkw of successful resting programs both in industry and in the military services domstniu dearly that consistent results in tbe way of improved performances ran be ptocured only when both the badness man and tbe psychologist are willing to make an adequate investment of energy, time, and funds for tbe exact sdentific determination of the value of tbe proposed method. Tbe psychologist has no mysterious power to pene trate tbe seems of (he individual's occupa tional abilities through the use of magic formulae which make it unnecessary to ex pend time, effort, and money in order to get results. On the other land, as has been indi cated earlier, where psychologists have been given an opportunity to conduct thorough and cocktinueos research, substantial gains have bon obtained in tbe way of Improving employee performance through bettm Kleetion and phewswu. There are available many striking Illustra tions of remits which may be achieved by sdentific application involving the use of psy chological tests In tbe selection of competent persoooeL However, Instead of attempting to present a scries of additional testimonials on tbe value of such wwiw* U seems well to use the tiaee which h available to consider a Eorof the more significant recent trends and new developments in filling workers to (oh. These reflect, in part, tbe outcome of re search and practice fn.the urn of lots by tbe military services during World War II. One such important dcvelopmoii, illustrated in both military and civilian applications of psy chology, is tbe use of test batteries for the different classification of mffptitmnis for em ployment, Tbe usual practice in industry, with some exceptions, has been to use a separate test battery for each job and ty limit testing pro grams to a relatively small number of jobs in whkh hiring and adjustment problems are particularly -pressing. Developments in tbe formulation of "job families'* and the experi- rebel, the prsssrtisa ef wsrtere ysteatuny rjesb- M to mmt s ftaari levs) *f jnSougr W are re- JaeUri for arkrant ah* UsO la toersase. This Is sac ef the rests pU fsr Jwrvsiiny the number he mast he to ebtsia a tma nod ef --sIsTi'w fB7 ssjliSi t to meat the performance SMbrh ml the job. Public Utilities Section 17 t of dm Army Air Forces and other orhabeas point to tbe possibility of using a fm henesy to determine for which of- a her of jobs a man is suited.* This, of practical a Urge scale, allI program which can be con* ` * e limitation! of time, I and administrative costs. In the Army Air Forces selection and ctaaiiotka program to which reference hat nbly line" methods t employed in miming hundreds of thou sands et cadets through a series of tests and applying tbe results with outstanding success b 'innTM*"lag whether a given man could mam umprtady save as a pOoc. bombardier as- navigator. Underlying thh program was the knowledge, obtained through careful job analysis, time the different airoew positions require Afferent aparities and skills as well as training. As the AAF investigator points out, a nma wbo is careful, accurate, and matbemarksTty hsfoed nigbt make an excellent navfgitec bmt faff re make the grade as a plat Souibnty a candidate who never got along mfl with bis math iatitxxor might fail ruins silly in nuiigilnr bombardier train. r plot if properly The Aircrew Clmrilotion Battery was de signed In help bt such durifiation, This included paper and pencil tens that could be lilmiaininil 10 several hundred mm at one tine and apparatus tests requiring in dividual attention for each candidate, stand ardised umditiusa. and very carefully trained testers. Each candidate was given all the tests, and sqsntt aptitude scores, called stanines, ranging hem 9 (high) to t (low), were com puted re predict each candidate's dunces of re ceres as a pilot, navigator and bombardier, respectively. If a candidate had a pilot stanine of 9, the chances woe only 4 In 100 that be would bO In primary pilot training. Tbe candidate with a pilot stanine of 2 had the odds against him with 77 dunces in 100 for failing early in pilot training. Tbe higher tbe stanine, tbe more assured was the investment made by the-Army Air Forets in Raining the cadet. A candidate with a high mnigator stanine had a much belts dunce of completing ad' vanced navigator training than one colleague with a low navigator stanine. A similar re lation is true for bombardier. A candidate with a low pOot stanine'might have a high navigator stanine or a high scorer (stanine) when the batter/ was scored to reveal his chancxs of becoming a success ful bombardier. Due to local quota condi tions, there were instances in which men recommended by tbe Psychological Research Units for bombardier or navigator training were assigned to pilot training. Their elimi nation rate was twice as high as for the men assigned according to recommenda tion. As indicated earlier, the Aircrew Classifica tion Battery was used primarily to select candidates who would have the best chancre of succeeding as pilots, bombardiers or navi, gators, respectively. Dam are available which show that nun with high stanines aho did better in combat. In posting, it should be pointed out that there Is aho evidence, that men with high pilot r-*nt"* scores were least likely to have accidents attributable to "pilot errors." This Is an Olttstratioe of the possible usefulness of psychological tests in the reduction of accidents, re whkh I shall refer again later in address. tn the Army Air Forres daaification pro gram, tbe number of occupatioor-diffoendated by a single battery of teas has been 1 to three. Simultaneous testing for only three jobs would grmtiy facilitate the industrial testing program, but there U no reason why, with the me of proper validat ing techniques, tbe number cannot be ex tended to include ten, twelve, or even more jobs. It can be readily seen that such a pro gram will reduce the cost of testing and make the large-scale operation, covering the entire plant. Which has just been de scribed as feasible and practical for Industry. Tbe USES has already gone far in research In this area by developing a new USES Gen eral Aptitude Test Battery, a combination of tens which measures a number of im portant aptitude* and supplies information regarding the individual's chances for suc cess In learning to do a great number of jobs. The Battery is being standardized on am ple* of workers employed in various occupa tions. Norms have already been developed for so fields of work. representing approxi mately xooo occupations. These norms are expressed as Occupational Aptitude Patterns and consist of minimum aptitude scores re quired for occupations., characterised, by sim ilar aptitudes and grouped according to the 18 35th Notional Safety Congress, 1947 Fart IV dMifiodea code structure of the Dhdoiaiy o! Occupational Titles. While dm USES Gcocnl Aptitude Tm Battery has received only limited tue thus far in load captofatent ofica throughout the countxy, there axe IndicatiotB that the battery is filling a very real need. Using tots related only to individual jobs, as was the practice hi USES otters as well as in indus try, "it was not poaible to test an individual for more than forty or fifty occupations even if two or time entire days were spot hi test ing. The General Aptitude Tot Battoy, how ever, it possible to obtain information about an Indhridoslt aptitude for several thousand occupations in a little more than two hours of toting.*1 In telling of this development I do not want to leave the faapraofcm that the USES General Aptitude Tot ttattoy is witbont limitations, that it meets the needs of all plants and that it is ready and available foe use upon reqaot. Nevertheless, the construc tion of thh battery represents progress in the development of techniques for differential classification which an contribute to use and effectiveness of tests in fitting workers to jobs. Another significant recent trend an this area is the increased emphasis upon biograph ical data as predictors of success. Studies made in past years in industry have indicated the potential value of biographical items, available from application blanks, la the selecuoa and placement of personnel- Bowever, industry has largely confined the use of weighted application or biographical item scores to the selection of sales personnel, where such factors as age. marital status, mrmbe of dependents, amount of insurance, etc. have been found useful in selecting men who are successful in selling.* Evidence available from wartime research. leading, for example, to the use of such items in the selection of naval aviation cadets, points to the advan tages of extended research In this area which can often provide a tool leas costly and las cnmbasotne than psycbdlogiral ten and con siderably more effective in its recurs. This possibility sbonldTbe of particular interot to those working in the field of accident pre vention because of indications which have appeared here and there that such Items as number of fracture nWihwd by an Individ ual, number of accidents sustained In the home, and other biographical data of the same kind may sometimes predict the to which the individual will become involved in accidents on the-job.* In research on selection hi hdntiy. the great diflkulty has been u> -**-* meworthy ewimalw of adnevesm during training and of performnee subsequent so training as a means of validating av timermining bow wcl the tom me |inburning in the selection and clarification of pemonnti For this reason, advances made rlnrsng the War in the improvement of cduni repre sent an important development in fining workers to jobs. Tor. example, in the stiretioo of pilots, ionxocton' jodginrans as to the ptugrtn of the audox, iispwon' nan given at the end of Tight training, uc. hare been found to hare aa liule reUabslity as the foreman's gras for craptoyva per formance,** Gompnrinns of such Judgments with student pilot performance aa monies! photographically laid the basis for the Im provement of such animates. Snibr ssndses gui prodnee shnili.r results in industry. In addition, m aviatioo roraidh such sub jective criteria hare been *"****-- suppleasented by the direct analysis of photographic recording of iaanaxnt miTingi aad of con trol sxneaxab wfakh provide cwpktdy objective pictures of pilot performance and plane responses. The measurement of tight performance has been icrofatioalacd through the application of "scandasd flights'* which insure comparable situations in obtaining information on the student's progress in learn ing to fly. Moreover, in other areas, standard wotk samples of operations actually preformed have been developed and used to advantage both in the validation of tests and as aids in measuring progress in training.* Industry can profit potty In the way of better fitting the worker to the job by reMng advantage of the advances in the meanremeat of performance which bare characterised the application of psychology in the war tint. Other trends and recent developments in wring wnlf be mentioued bat <* does not allow a farther exploration of tbh area. The topic arigacd to me by the committee responsible far this program is "fitting the Employee into the Eight Job by the Use of fbanent Tests." from both the tide and the accompanying oanespondenee^ I have assumed that it was not especially dmt atten tion be cratered open the we of such tots Public Utilities Section 19 for the specific purpose erf indent!tying the may be asked as to bow many of these 14 acddreU-prooe Individual. However, it does men could be regarded as accident-prone net scan altogether proper to address a because of the factor--ladt of coordination-- group at an annual meeting-of the National which can bo measured by means o! psy- Safety Cooncfl- without at least referring cbolopal tests. As indicated above, all of brieffy to this aspect of the problem of fitting these bos driven (who were already expert- vorkcis to jobs. raced la driving heavy vehicles) had been There is no question that the use of tests on contribute (o' accident prevration, be came certain traits measured by tests are asso ciated with aeddem-proncneae. For example it seems quite reasonable to believe that one factor entering into automobile accidents, is the mcerire taMwt-pronouw of certain diimi. Accident pruuonja h not a simple tested prior to employment, although the test results were doc used as a basis tor em ployment. Reference to these tot results, which had been filed away for just this pur pose, showed that of the 14 drives who made the poorest results ou the psychological tests of coordination 5 were included in tile highly acrident-prone group. trait, as some winkers in the fidd appear to As a result of them tests Chambers infers hdkvc. As Chambers. a pioneer investigator that among well trained experienced drivers in this arm has recently pointed out. "acri- who can he daoibed as aeddent-prone ap don peumouri Is the am of personal quali proximately 35 per cent are so because of ties sad activities whkh rendre a petson un inferior eye-hand coordination. Extrapolating able to make the requisite and adequate re further from the data on a small group to a sponses in a moment of danger which may be due to a number of [*--> conditions." Some of these are physical sack as poor eye less selected population--which is of course a dangerous thing to do--it is suggoted that by ctirainating these applicants for. driving jobs sight, a tardency to fainting or epileptic fits, who are approximately the worn to per cent inability to stand physical strain, etc; others of the population in eye-hand coordination it are psychological and inctode mfidem eyeend-band coordination, temperamental inuability, mental preoccupation and liability would be possible to eliminate men who have 10 acridou rate well above 3 times as high as that of their fellow workers. to distraction, thoughtiosness and selfishness, a coocrited reliance on one's own skill, and so on." Some of these factors can be picked out by means of tou, but others, at least in our This would represent a real accomplish ment, but accidents would still occur and - there would still remain the *mcn wbo are accident-prone lor reasons not susceptible to testing. As a result, considering .both this present state of development, rennet. How ever, certainly some ndaitim in accidents out be expected from using these tests, such as eye-hand co-ordination which are subject study and others, the use of tests to detect the acadent-prone individual represents, in my opinion, only a beginning--and a very small beginning--of the accident prevention pro to measurement by means of weB-stmdardiwd and wtD-validated cots. gram. There Is much evidrace that even some accident-prone drivers may become relatively The nature of anticipated outcomes Is Qhatrated In a study, reported by Chambers/* mfe if they are given special indoctrination and training. Other driven wbo are not es of iat London bus driven. Than were tested prior to employment and tbo followed up for a period of g years. Pmfog this time the entire group of tat drivers msiiiri toga atridents, npuaudlng aa average of k| ac- edrats per man for the 5 yore period and of 1J6 accidents per man per ywtr. In a total of io$a atddatt ato were by only sentially accident-prone develop unsafe habits of work which tan be corrected. This means that a proper training pro-' gram becomes an extremely important factor of the aeddrat prevention program. It has been dearly demonstrated that fatigue is an toponani cause of seddebo, md thW can be eliminated by proper distribution of work 14 of the drivers, cadi of whom had 15 or boon, rest-pauses, and by emoidering other more Kddcnb In the 5-year period {an aver age of llj per man) and who on such grounds woe defined as bring highly aorident-pxooe. factors in the work situation which produce fatigue. The attltndes of employees resulting front the industrial relations policies and prac Keeping in mind that aoddrat-prooenem tices of the industrial firms need much more is due to a variety of factors, the question cohtidaatioo than they have been given as 20 55/A National Safety Congress, 1947 potential acddcnt iobiu. Finally, derdop men's daring the mr haw drawn attention to the importance of considering piytho* logical iacton in machine design as a basis for increasing the safety as well as the effi ciency of the worker on the job. The personnel function has been largely thought of as one of providing a competent man to operate took and machines. In a large sense, training may be viewed as a method of adapting the man to the machine. However, there is growing evidence that the need for speed and efficiency in industry and the conditions for the adjustment of the worker tan beam be satisfied il more atten tion tt given to the adaptation of the ma chine to the man." Thh is the principle weQ recognized in industrial psychology, and yet constantly neg. lectod. largely because in an era of technology, engineers, concerned with the development of the machine, and psychologists, concerned with the individual who is to operate the machine, have worked in almost complete in sulation bom one another. Not only are provisions for dived contact getterally absent, but cooditioro hare been such as ilnuw to ensure against any danger of a posubte short- draiiiing of between the two groups. Disregard of bade principles of perception, of basic patterns of motor coordination, of human limitations in the integration of com-. plex responses, has led~to the production of mechanical monstrosities--unsatisfactory from the viewpoint of both human efficiency and bnjiaa safety--which could have been avoid ed if there had been cooperation between (wdsiups and engineer in the process of (Vepuag the While the application of psychological ueUpcs for idouifyteg. selected individ ual* capable of operating such equipment and in training (has has alleviated the dura tion, there nevertheless remains the basic problem of designing apparatus in advance so that its operation is Iras difficult and requires len in the way of selected personnel. For ex ample. as Bartlett** has pointed out, in the case of the motor vehicle, "it is about as certain as It could be that the design, group ing and positioning of dashboard and other instruments, and of controls should be con sidered experimentally from the point of view of srfaax a normal driver interprets and uses most efficiently and with the least strain." and that this involves the serried of in dividuals trained in the principles of erperimests applied to human beings. Electric gamming watfans and subtu lioos provide many opportunities far tbc design of equipment with greater regard for the human boor in their operation." Tim refers not alone to the design of major equip ment but perhaps even mote specifically to the design of instruments and controls with a view of reducing liability to human error in their operation. Studies conducted recently by the Army Air Fond and by the United Staid Navy in dicate the extent to which erroo and acci dents way be reduced through roUaboratkm' between engineer and psychologist ip the de sign and presentation of instruments and controls. In operating a plane, for example, an error in reading the altimeter can be the direct cause of as accident in instrument flight dur ing bod'weaibcr. In one study, it was found tint .11-7 per cent of altimeter readings by experienced pilots were in error." This error was generally in the order of one thousand feet; the altimeter bring read at spot feet instead of sgooi 4900 feet instead 5900. etc. The same study shows that rededgutag the imtrumeat so as to permit pikas to make a direct reading instead of combining n.Wig from two potmen reduces the errors in reading by experienced pilots to 0OL4 pm cent. There are doubtless many bwtanccs in the dearie util, ify industry in which shadar improvements could be effected. Other studies by the tmEtmy xuiui show that ci rots and takktn grow tm cf the uniformity of control toadhs mmA hi en tirely different operations.* So, far ample, in an airplane the control uaod in raising and lowering the landtag gar is -1--1-- and in ckae proximity to that used in openHlwg the flaps. Them are (neiam to which the pilot has mistakenly operated the flap con trol when be should bare bene lowering hh landing gar. As a rank, of experimental studies, control handles are bring direniScd with distinctive huwrioas *8r**J to each tv> of control. many generating stations identically stuped control* are tsed far throe width diversified operations. In addition, control handles governing still ether operations are so much like the fast ae to make difficult the discrimination between the two. Dhenificslion of controls under such conditions can Public Utilities Section 21 unuribuu mmfloffiy in the reduction of cneta and aedfan in operation. Thou is mush tn he gained by all indus tries. inchadsag the pabic utillties, from an application of yyihofagiril principles in the draigafag of mdmo. In the military serv ice* these is an iaoodag dependence upon the ywyrhotagiw. working in doe coopera tion with cagtaecn. far advice 00 the suit ability of a pwpnri weapon, vehicle, de tector, and other varied equipment in the waited te the mas who are to operate than run* an perhaps a forger sale in industry than In (hr umd services. U is auh as 10 call far deae oflOnaihn between the psy chologist and the engtaam not only in the initial design of the mdsnt, but also for the detersiantiou. as an --cutial feature of good pasownd management, of those speeds and rhythms and other renditions which. In the operation of the asacfctacs, are optimal from the viewpoint of the safety as well as of the productivity of the worker. . Spate, Wow t* Kmm s Jmw ftUry, "---- ---- '*** n. ML . Test* U the Soo*'.............................. fScy.'Ni Ow^tS' mlTk 4*7 J. d-u, CliiW. JL X EralC R. 1. SCVMW-, *Tllt American Traarit Hour Ability Test** AauriTrust AaaoeittiieaL Rt* Yctk IN*, y, 12. Staff of 1` 1 ru tif j il hud, OCn ti ike *--------- --* Army Air fbren, "Tie -- sf fas Asms Air FsSc ____________________________.... _______ Department of P*7cbolc>*y Bttctrci Section, School ef Aviatioo Medteisr, "Kmcazvli Frofttn en Pay. chaMM Tests in the Ansi Ais Fanes. "Pnmlacteal Beltetfa, )W. 41: 297-21. S. Steitlc, Cunfl L Dvorak, Beatrice }., Hdat, Carl Aa Qshora. Wanks, Keller, Kathleen, Cim, Willi* ., Pim, Walter R. Nichols. William O,! Lewi*, Leas, d4 other*, "Ten Year* at Oecupelions) Research." Oempocteae, 1MJ, 22, 409-14, 4, 5TANINES. Selection and Ctauiftesttea for Aircrew _Dntj, Aviatteo Frycbatwu Fncna, CHSce S. M. S. Vitcte*. "ftettia* Results Frw Pro. 1S-J1. 9. F. Doobor, "Mfaol Aspects at Axddoh ut Muuka ia tht Indtmnal Army and n the Arned Force*. ' Wt Utiirtn*, 194L.4, 161-75, , liTViwSwL U. S. asd Tbempeoa. A. A. Aa Aaalysu if ncumpUc IUgmSi ot Aircraft Pilot Fcrferhuce. Wnmctn, D. C; CAA Divteieo el tuaid, Kirport No. Il, jab 1944. U, --~-------. The tie* at Stvedanl Flfahts rad Motion Pnotoyriphy fa the Analyst* f Aircraft PBot Pctfcrouct, Waakiofton, D. C,: CAA EHvisfae at Research Iput Ka. IS, Way 1945, 12. I, Z. Cbmfan, "UtamiMin an AnMmi Fnnat Anaoaest the Driver* ai Read Vehicle*," Mdfal Rateerefc Ca--dl, Uait of Applied Psy cUan. lit Paititaily 1944 (aapnhlitlUd). lint. S. YRetas, "bdanial Iwplicttia-- ef Wartiiaa Drrdyant ia Ftychotesy, J. Caunlt. Payth.. 1945 10, pa. S5-W. 147F, C. Bntffi, "Some Ci--nah oo tka At tached Mii'ii tnilun." 1944 (eapdliihd), IS. U. S- ViMa, "Deals* of BobataUcau far Agriteat Prevcgtimu* 14. "Tht Meet ef Variatteas fa -- D*. 4n Upon Speed aad Aconn of AktUlt __17. P. k Plus udLL lanes. "Eriacttea of Kin Error hr Ooin of Aircraft Centrals," 7<dateol DMo D*sdflM7, 12, yp. 7-22. THURSDAY AFTERNOON SESSTON October 9, 1948 Annrtisf J. O. LESLIE, Director of Safety, Gilbert Associates, toe. The Fnndoniental* of a Safely Training Program By CECIL L. HIGHTOWER Safety Dir*ctor, Uaitad Gas Pipe T.im Company Acddcnt prevention is so closely related to and Inugratnd with employee relations and operating procedural that it is difficult to discam- any phase ci the safety program without bringing into the picture employee attitude and morale, supcsvbion, job plan ning and week pnttim In dhoiaing -the fundamentals of a safety training program these Camera mux be considered as they have an impoium bearing on training results. The individual worker will not be recep tive to training, no what the method of approach, union he feels secure*in his job, knows and believes in company policy and 22 35th National Safety Congress, 1947 tuft developed an attitude ot loyalty and job Safety training methods will vary between pride. companies, depending,upon the organization Many factors are involved in job security. set-up, the geographical area covered and the Possibility of continued employment, a lair type of industry. There are, however, certain and equitable wage schedule, an established fundamentals which are considered basic and promotional plan which recognizes ability and which may be applied under most any crb- length of service, a retirement plan, u ade ditioas. quate group insurance program, hospital The program that we are following in our and surgical benefits and assurance of pay companies has been developed largely bom during absence because of illness and injury our own experience over the past seventeen --are some of the things that develop in the yar period. It has beer revamped and en worker a feeling of stability and security. larged from time to time to meet changing One of the recognised waisoMs of mod ern industry is iu system of cnrenapnlretiaM between management, line supervisors and workers both from the top down and the bottom up. As a result of this wnV.iiLW, com* pany policies arc often times not known throughout Uw organization or they arc mis interpreted, mhopdentood or misapplied. Some companies have used policy handbook* conditions in organisation set-up and to cope with special accident problems arising be cause of varying operating conditions. The plan is not new or unusual but the improve ment in out accident frequency and fatality rales ovtr the period of the past tea w twelve years has given u> reason to bdioe that it is well adapted to the needs of our particular organization. to good advantage. We have not pupated Up until 1948 field swinmrv on mfety a policy handbook a* such but we have de problems was furnished the operating per- veloped policy hulk-tins which have been sonnel by field safety tapnon stationed in beneficial la establishing uniformity of poli i)y dbtridii One was *--igiwi n, cies. Copies of these bulletins have been as handle safety work In from three to tow sembled in book form and distributed to districts, depending upon the geographical District Mnngitil and District Personnel. area covered and the number of employee* Safety and Insurance,Supervisoo, and. through involved. Kcalhdng the dose rriatfankhiy policy talks at meetings that we bare .held that exists between personae!, safety and with all levels of supervision, we feel that insurance activities and with the thought we have cfarilficd the inireu and purpose of of more doecty co-ordinating these function* our policies so that supervised can property and intensifying the service rendered the btapirt thorn to employed. We also fed' operating, districts, plans were worked out <fa these meetings have been helpful in im a 19(8 foe wiling up a personnel, safety and pressing the supervisor with the need for insurance supervisor in odi district. These *f*f policies with workers and to pass men are primarily line supervisors and work bach cmraneiits and suggmtioes to top man 1 directly under the diurtre managers. How agement. insuring better communkarioas ever, they carry cm stag taodious and work both p and down. directly with the general personnel, safety Loyalty is a priceless ingredient. It can not be bought but most be.earned by honesty and insurance departments in the general oScr. and fair treatment. It is based on respect While It is too early to fully evaluate the and mutual uadnstandiog. results of this plan, all indications point to Loyalty to the company normally exists in direct proportion to the worker's loyalty to his supervisor emphasizing the grave rapowiWity that rests upon foremen, de partment heads and executives for good the tut that It is maud and that the results will be highly satisfactory when the program becomes folly effective. In ao far as prevention k concerned, the record so far this year indicates that the work has not leadership and direction. With these three dements; job security, fair and properly applied relatione poUcfea suffered. The freqnency rate of g.g through June compares favorably with the nme period last year. and loyalty and job pride, any training pro Our SAimr HANDBOOK, which was gram can be made succemfuL Without these developed lor the use of pqaosmd, safety and three things, no program can be fiiQy me- iimusiui, mperriaoo, ff"----department ftssful. heads and. district members, is a f*** Public Utilities Section 23 blueprint of ous prevention {wo- gram. It outlines the mfcty responsibilities of Hipovkon and employees and provides iustruction and nkitutz material for the guidance of the supervisory personnel in putting the program into effect. In discussing the fundamentals of safety training, i would like to follow the outline of this handbook as b corns the more important tools and techniques that we employ In training super visees and employees. The purpose of the handbook well Mated 00 the preface page in these words; "The SAJFTTY HANDBOOK Is designed to serve as a guide and ulctocc text for supervisors in planning and conducting fore man's and safety meetings; to assist in the instrwiiou of new employes in safe work pnetkm; to provide review material for experieoced employees; to outline procedure far the proper emptetioa of osplojn in jury and sninuirihih accident report*; and to set up standards for p^wmai protective and other xaicxy equipment and supptira to iasure (he props selection. ose and care of web rquifimi ~ Under the heading of safety organization the duties and function* el the general mfety tlrpenmna. the district personnel, mfety and Inuiure supervisor, district and Incnsa are listed in defsfl. As an ex ample mt the km entered, the dntiea of the dwciitl pemouad, safety and insurance rep avin' and the operating supervisor are listed bslou. Duties of District Pianocnel, Safety and-Insurance Supervisors i. Asskt the district manager and his sup ervisees is scheduling, planning and bolding safety meetings. . Aasht the district manager in planning and holding regularly scheduled foremen's rowtlngi. 3. Prepare annual schedules of foreman's and safety turnings name approval of the distriri manager and forward to the safety department not hire than December 1 of each year. 4- Aria district supciiisurs iu their investi gations of aQ ankinw to detanim the cause and develop rerommcDdatioas for can ration of hnrim condition* or work peacricsa responsible. 5. Complete investigator^ repost ou all em ployee injury accidents- and forward to the general safety department. - 8. Asrist district super-more la (heir investi gation of all automobile accidents to deter mine the cause and develop reconuDeodationt for correction of unmfe driving practices or conditions responsible, 7. Complete investigator's report on all automobBe accidents and .forward to general safety department. 8. Maintain dose personal contact with physician* and hospitals 00 progress of all employee injury and welfare cues. 9- Maintain 00atact and develop factual information on all welfare ernes, reporting the findings to the district manager and the gen eral safety department. 10. Assist and advise district supervisors in the selection, use and proper maintenance of approved fins aid and equipment. protective ti. Assist and advise district supervisors in the selection and proper maintenance of fire protective equipment. 1*- Serve in an advimry and consulting capacity to district operating pcnocad on all arrirtmt prevention, welfare, fire protection and ftm aid problems, maintaining a dose contact with the general mfety department at all timet to insure aa exchange of ideas and information between districts and in order to make tsse of the information and toourem of the general safety in serving the operating departments. Safety Duties of Operating Supervisors , The supervisor, district department brad, supointcodcnt or .foreman, is the meet im- panant link iu the mfety in the 1 analysis the program succeed* or hill accord ing to the intreot aad effort that be puts forth.'He wields a greater inffueue* over his own men than doc* anyone else in the or ganization, and if he shows by hit attitude and warmer of cxmdnct that be it for mfety, he will convince b men that it is a necessary pan of their work, aad wfQ win their support, for lL If, oa the other baud, he is opposed to the wotk or shows indifference, the same lack of interest and disregard for safety will be evidenced by hh The supervisor's safety duties may be sum med up as follows: 1. Selection of mentally alert, boom and dependable workers who are physically quail- 24 35th National Safety Congress, 1947 ficd tor the work to which they are to be assigned. x. Proper assignment of men to the job, giving detailed instructions as to job per formance and explaining probable hazards and safety precautions to follow, j. Provision of safe tools and ajaipoest. 4. Provision of protective equipment! znd follow-op to tec tbit It is toed in tbe tonta manner. 3. Planning tbe work to see that men. ma terials and equipment are available to com* plete the job with nfaq in tbe time allotted. 6. Active psittdpstfai in feumta'i and nfety nMwinji 7. Personal suporisloo of all hazardous work, or work that is new and unusual. 8. Adherence to a regular schedule of in spection and ""<">*"< of physiol prop erties to insure that good housekeeping practices are followed and that mechanical failures do dm occur. 9. Personal investigation of all accidents and the correction of any unsafe practice or condition revealed by tbe case in point. to. Investigation and report of "no-injury" or near accidents, with the view of determin ing the cause and taking corrective action. 11. Constant observation of work proce dures in order to detect and coma unsafe pradices and conditions, and with tbe thought of developing improved methods oi work. While tbe selection of physically qualified applicants has no direct bearing ou training methods and procedures, it docs have a direct Hfrn on overall results in accident control. Tbe section of the Handbook on physical examinations outlines tbe purpose oi suds examinations, the procedure for examining applicants and re-examining former em ployees who arc re-hired. It also includes a copy of our."Guide for Physicians In Making Physical Examinations" and emphasizes the supervisor's responsibility tor choking com pleted examination forms before' assignjng the applicant to duty. Since the supervisor is the control point lor all phases of operations, including safety, if follows that be must be trained to trader- stand and aarpt his safety duties and in formed on methods and procedures for put ting tbe safety program into Our district supervisors' meetings are utQhcd for this phase of safety training. District supervisory meetings are scheduled quarterly and are held on schedule unless work of an emergency nature makes it im practical. Sods meetings are held on company time; the usual practice is to bold them at a kxal hotel, convening at 9:90 am. and ad journing at 4:90 pjn-. with time out for lunch. The chairmanship is rotated among tbe supervisors in tbe diaries in order to give each man an opportunity to pztaSdc. The chairman works with the district manager and the personnel, safety and insurance sup ervisor in planning programs for tbe meet ings The following list of suggested subjects as taken from tbe Safety Handbook will give some idea of the scope of tbe discussions in cluded in tbe programs: Proper Selection and Placement of Men Induction Training Job Training Developing Men Maintaining Morale Proper Maintenance of Equipment and Property Comtruaion and Operating Standards Expenses . Case Studies of Accident* Operation of Transportation Equipment Safety As It Relates To Other Operating Problems Accounting Procedure and Paper Wott Production Methods improving Operating ESdeacy klw Customer and Public Relations Accident prevention is not featured by spedal talks but k discussed as a regular routine along with other operating problems. Thh approach has tbe eSca of plating safety on a par with other phases of operation and serves to impress upon the supervisor that the prevention of accidents is just as much a part of his job as producing oil or moving gat. Tbe safety results obtained from our super visory meeting* have been so outstanding that we value this activity above all etbm. If we were called upon to discontinue all but ooe phase of safety training work, we would retain the supervisory meetings in preference to employee safety meetings, first aid training or any other activity. On-tbe-job training is generally recognized as more eSeaive than diat room training. It follows that mfety'training on tbe job is Public Utilities Section 25 more beneficial and more lasting than the group training provided through safety meetings. Since safety is an integral part of operating procedure it also follows that cor rect job training is tbe most effective type of safety training; Safety training 00 the job is of two types: breaking-in training and continuous mining. Breaking-in training indndei not only a prop er introduction to the job and instruction on tbe correct use of toots and equipment but also an qplanation of the company's politia on safety aad a statement of what is expected of tbe worker In the way of aafe conduct and team work. Coudnoous training simply mestns observing, detecting and correcting over and OVTO ogriw- A1though on-the-job safety training Is the most It is aho the most difficult to carry on. This is true largely because usury supervisors are nafamflzar with training methods and have not been furnished detailed information aad material for their guidance In setting up training cUwra. I have no specific tofatiou to offer but feel that we oo make good roe of supervisory meeting In discussing this problem aad helping to ar rive at a rotation. Employee safety meetings continue as an important part of <htf * :ety training pro gram: In most d!snix bese meetings are bdd bi-meothly, They are always held on company time and employees are paid regu lar time for attending. There are three genml types of ofety nwtinp: namely, i. The Safety Rally or General Meeting. a. Ramify Meeting. 3. Group Meeting. All three types serve a specific purpose which should be considered in scheduling meetings and in preparing tbe programs. The Safety Rally e General Meeting b bet suited for the presentation of safety awards such as merit certificates. National Safety Council or A. P. I. plaqns, safe driver cards, fint aid csrificato. McCarter medal, and similar awards. It is also useful in making a special drive on a specific type of accident or for the purpose of stimulating employee intense when tbe accident frequency curve begins to climb. All employees of tbe district or department concerned should be invited to and the top Kpervbor, diaries manager or de partment head, should preside. Thae meetings provide an opportunity for top executives and general superintend ents to participate in tbe safety programs. This should be consadoad in planning the program for tbe Safety Rally azid executives, operating superintendents, and general office department heads should be invited to attend and take part on such occasions. Our wnpsBls axe interested in the safety of employsite off the job as well as on the job acri are also imerrated In the prevention of acddents ia tbe home; on tbe highway, and in the community aa a whole. Tbe Family Meeting sens as a medium for developing Interest in throe fields of safety among em ployees and members of tbdr families. Such meetings should , not be scheduled too often but one or two a year would seem justified. Programs for this, as well as for all other type meeting*, most be carefully phoned In advance ia ordo to be effective. Talks and dbandogs on some phase of home, traffic or public safety should be featured and fire prevention and first aid may also be included. Interracing and instructive meetings have been prepared aad presented In many dis tricts by tbe women employcm In cooperation with the wives of men employes. Tbe group Safety Meeting with attendance of from ten to thirty employees engaged in tbe same os a similar type of work is best suited for safety training work. A good Safety Meeting is a good'job training meeting, as the best type of mfccy vfork is that which troches the worker to petfotm bis duties in the right way. A snail group engaged in the same work and having common problems will feel freer to expra their ideas and to participate in disetariom and they- are abo more likely to come out with a workable answer. It requires thought, ingenuity and planning to develop interesting Safety Meetings and some one pessoa in authority must accept tbe responsibility for arranging the programs and making the meetings go. The following aids and devices may be used to load vasfery to tbe programs: 1. Use as many visual training aids as pomible, such as demonstrations, drawings, film strips, and moving pictures. 8. Get active worker participation--call on individual employees to demonstrate safe practice procedures or proper use of tools and equipment. 26 35th National Safety Congress, 1947 3. Uk question* to provoke discuasioo, Safety baseball with two sides competing in Individnab for accomplishment in aeddem prevention. answering question oo safety, openiiocs and Gist aid axe opedaUy worthwhile. 4. Make free me of the Mirk herd to illusente atridena and wife acts or to fist safe practices for given operations. 5. Bring tools, equipment aod safety gad The two awards that have creeled the zoom interest b the penalty award In the "No Accident" contest and Safe Driver Awards to vehicle operatore. The cottar penalty -award b a miniature goat, known as Lost Time, which goes to gets into the meetings and have employees demonstrate coma care and use. the district reporting the highest aeddem frequency rate during the preceding month. fi. Discuss current off the job safety ques tions to bring out the faa tHs mfety is a twenty-four hour proposition requiring a man's intone, thought and attention at work, at home, or at play. Safe Driver Award cards are issued annual ly on a calendar yea; bass to each opoator who complete a year without a reportable accident. Special awards are made for cumu lative records of five year periods. The responsibility for scheduling, prepar The procedure for repotting Hire md off ing programs for and coodoaing safety meet ings rats with the nporinr in charge, dis trict manager, department bead, district sup erintendent, chief engineer, plant foreman, or pipe Ene section foreman as the case may be. The district personnel, safety and insurance supervisor b available to assist the operating penooncl with thh phase of the program but the final responsibility rests with the operat ing people. The meeting chairman may be appointed by the sopo visor or elected by , the group and he can aod plan for the job aeddent cnb and the functions of our Employees* Welfare Committee b corned under the Employ Welfare Section of our Handbook in order to thoroughly familiarire supeofson with company policy and the proper handling of employee disability met. First aid training Is an nscptial pan of safety training. It helps the worker to belter understand the ttiounxe of accidents and the need for ptcvmthm as well a* to prepare him to id quickly and intelligently In an the program of each mvtieg. However, since safety b an operating responsibility, it b up to the supesvbur or foreman to confer with the chatihii wcO in hImim of the meeting date to insure that a program has been planned and that the meeting win be instruc tive and worthwhile. To safe the operating personnel in pre paring programs ftor Safety Wettings, ibe General Safety Dqaitnnt prepares ud dis la the oil and gas industry where the danger of asphyxiation b always prrwnt jtnr as the danger of detxrical shock b present on electrical utility properties, it b imperative that employees be instructed in the Schaeffer method of artificial remadtation. We have our own first aid training course and oar-dbtrid pmnmwl, safety and bananee supsrvfaoo organise and inaroa the tributes monthly the bulletin, UNITED SATETT. Dbosmioa outlines, accident trends, The company course, which b based on off the job mloy problems, first aid questions the U. S. Bureau of Mines course, covers and salons or annul pcrawwl injury and tea hours, consisttug aorsniDy of five two automobile accidents are featured. In an effort to familiarise key employee* with accident cause feasts, we have hadtided sections in oar Handbook on Employee and bomr (hao. Fart of the fifth dam Is devoted to dentonsmtion and pndkc use of Com pany approved poional. protective equxp- Automobile Accident*. A definition of a re We are experimenting with new mining portable accident it given tinder each section and the procedure for repotting and heoAHwg both personal injuries and* vehicle accidents b ootlnwd. In addition, riairification of ac- method tins year, Imtiad of the lecture and demonstration method m normally followed by Bureau and fled Cram Trainers, we are using primarily the conference method, sup tidents as to agency, type, and came are listed. plemented by lecture and demoostrario*. The The Safety Award Section of the Handbook droerfbm the "No Accident" contest in effect between districts and outlines the awards Idea was first developed by the Datlas offer of the Bureau of Mines and ft has been read ily accepted where we have tried it. It seems available to districts, deportments, crews and . especially wcO suited in Te-tiaining or re- Public Utilities Section 27 fresher counm where many employees have had the training three and four times. The primary advantages of the conference method are that it provofcm disensrioe, prorides a greatre opportunity for individual employe* participation and create* interot la and enthusiasm for the work. To insure uniform purchase of first aid kits and supplies and to assist the supervisory personnel in properly maintaining fine aid unks, our Handbook include* a section on first aid supplies. A list of approved kits and refills it given, with a location schednfe specifying the type kit renewmmdsri for the different plants, news asd operation*. In struction* eu inspection and maintenance for each type unit ft also included. One of oar mat serious problems on per sonal protective equipment has been that of getting the supovber to order the right type of equipment for the hazard present, then getting the worker to use the cwmt item in the right way, to recognize Its limitations and to properly maintain and care for H when not in aw. In an eflbrt to overcome tbcae diSatltics, a large section of our Safety Handbook has been devoted to pnopl pro tective equipment items. Tbc Ibc tocfadcs: 1. Eye Protection a. Respiratory. Protection 3. Bend Protection 4. Safety Clothing 5. Safety Lights & Safety Tools and Equipment 7. Fire Protection i MbceUaaeoat Items Each Item of approved equipment b traced and detailed instructions as to its in tended at, limitations, manner of fitting and adjusting, and maintenance and care axe ghrm. Throe section* of the Handbook form the basis for the discussion ou personal pro tective equipment that b included in our first aid instruction course. With the thought of providing specific safety information on given operations, we have developed a scries of safe practice guides. Operation of motor vehicle*, teams aod bona, measureroart operations, and produc ing and pipe line are some of the guides that have been developed and distributed. The material fe informative in nature and b in tended, as the title implies, as guides to safe practices rather than mandatory rules, Aa a follow-up, otar monthly safety pro gram bulletin. UNITED SAFETY, includes dlwnulon questions based on suggestions contained in the guide. This practice insures that the material b read, discussed and tra in conclusion I would like to point out that throe metfinds that I have outlined are tools that we have been able to use with some measure of wrmt However, let us remember, that these and other methods axe but tools and like the wrench of the pipefitter or the pliers of the lineman they 'are worthless until they are put into use by skilled bands. More than that, those of us engaged in aeddent prevention and allied phases of employee re lations work are dealing with individual hu man beings with minds, personalities and beans of their own. Even with all the skin and technical knowledge in the world out eftwts will doc be folly succewfoi unless and until we realize that we are striving to mold the minds, change the habits, arouse the in terest and sway the beam of these people. We must then employ the wisdom, patience and undemanding necessary to insure accept ance of oar program and results from our Bow to Mak* Safat? Masting* Click By |. W. READ Genaral Plant Employment Supervisor, Ohio B*Q Telephone Company The subject aadgned to me--"How to Make Safety Meetings Click'*--is, in my opin ion, of utmom importance in our aeddent prevention job. Certainly the of ef fective safety meetings fa one of the kef fools, in oar kit, aod pomibly is second to "direct on-the-job supervision." This im portant medium in our aeddent prevention efforts b one which emaratro the human approach, makro cadi and *voy employee a partidpent in the program, affording the employee with an accurate knowledge of the 28 35th National Safety Congress, 1947 problem. ud iatcgau* the accident pre vention phase of the woit operation into the day-to-day job and not just an overlay on the job. Meetings M{nn>n the wholesome you who have not txaed this mtobl cosld wcO alord to Invotigate the Safctygnpb, since it tt of greet lahtiinr to the group leader and can be adapted to almost any I interest of the entire employee gnap and of coverage. assist in building the job pride and team There is an excellent opportunity in meet ptay necessary to keep our leddent experience at an imdurible minimum. But not to stray too hr from our subject matter--just what makes these meetings dick? To recite a platitude to you, I believe Rud- ings of this type to use visual aids, movies, slides and film strips. Many types of these may be obtained from the National Safety CouncU. They can also be prepared locally in an inexpensive fashion. One of the tele yard Kipling gives ua a good approach to this question in bis pithy saying: "I keep six honest serving men They taught me aU 1 know Their ** are Whet and Why and When And firm and Where and Who,'' Let's apply this to the safety meeting that dicks. What kind of meeting? There are generally three types of meeting. phone companies has a station wagon in which is mounted a motion picture projector nd demonstrating equipment, in which they bring suds visual aids directly to the job, so that meetings can be conducted at most any location. You "Power" people have done so excel lent job in your so-called "tailgate board" meetings, as Is shown in the sound strip "Pole Top Pals." We in the telephone boti~ The "gang" meeting usually held by the fore* T"", which we know produces goad results if property done. These meetings are the in nos have a strip film- called "Construction Crew `Planning," and these are a number oE others which are available through the. Na timate meetings on the job, in the garage, in tional Safety Council. In this type meeting the *< or conference room, jot the fore each gang should contribute, then man with those for whom he Is responsible. the foresun can get >' good idea of the ef* The foreman should be astistori. He should fiectivstcw of hh training job and what hh have conference leada training and should crew's training needs are. have available package materia] to make his So much for the gang meeting. meetings interesting and to make than pro duce good results. Many ampanics bold so-called district or departmental meetings. The size of these There should be discussion of past experi meetings is usually from to to ttj employees. ence. not only .that of hh group, but in re These meetings generally take an hour or lated activities outside bis group. In the tele so; are bdd on company premises, pngs, phone budness, a monthly pamphlet. "How storerooms, conference rooms, etc, and are Plant Men Are Injured", describes significant usually conducted under the direction of the accidents and is an excellent source of mater local district superintendent. A brief talk ial for our foreman's meetings. New and re frequently is given by a division superintend- vised work methods 'and safety lemon plans cm or the genera) manager. vUtk demon may be **--a, and the meetings frequent- strates management's whole-hearted support ly are used for introduction of new work of the acrident-bee job. These meetings techniques. The planning of the more com should ladude a review of performance, an plicated or specialized job, such as extensive Outline of the job ahead, movies, charts or tree trimming, the ticklish underground.job, model demonstration*, and a period for gm- the wire or cable job near powa lines, may era! discussion. also be discussed. If meetings arc property Then there are the annual dinner meet planned and if assistance is given, most cd the foremen can do a very creditable job in affording their people with first hand on-the- ings. In tbae, some companies follow a plan wherein the rise president or general man- job information, indicating our honesty of ager has an opportunity to disco* the acri- purpose based on the facta of the immediate .dent prevention job la a very abort talk. A and contemporary situation. review of the acoompUdunents for the year The Safelygraph is an excellent tool, which was developed by the National Safety Council for use in such wetrinp. Tim of is given, and eUs type of meeting affords an opportunity for praentatfon of trophies or other awards, where award pirn, arc used. Heelings of this sort frequenPtlyubilniccluUdetilities Section 29 some type of entertainment and with such groups, sports movies, on h**Kn or golf, are popular. Other types of atertain- f&ent would include either local talent or protearional productions. There are also one-day meetings for em ployees who are scattered over wide areas. tor theses the employees arc brought to a centralised point. In addition, many compan ies plan one-day meetings foe supervisory only, to consider some special aspects of the reddest prevention job--and X believe you are familiar with the. general scope of these meetings. I beUeve this covets the What phase of our problem. Why should we have a 1 believe we should recognise that any meeting re quites time away from the productive job. If we bate no sound reason foe the meeting, we are better off without it and we certainly avoid the reaction which we sometimes bear resulting from the unplanned, mmeceasuy meeting--"that was time wasted." We should first plan with a well established reason as to why wc should have a meeting. Then, if cads ff"***"f b planned to its list detail, we wSl have gone a long way toward our objective, that of making tite meeting dick. When should we bold such a meeting? As sated, only when there k a sound reason and only when our objective is dearly estab lished. There determinations can only be made' in the light of accident experience (aexon that are peculiar to your job or your bosinas. The experience and training of your force and the job ahead at a particular time, would be some of the factors determining ''When" meetings should be bdd. Where should the meeting be held? The taming should be bdd at a location which is mcat accessible to an who are to attend, it should he bdd where we have adequate fadllties, such as seating arrangements, proper rentilation, minimum outside interference, and at a location that affords us aU the phys ical requirements to do a well planned job. It fe recognised, of course, that some of these will need to be sacrificed for the many other advantages which accrue in the first genml type of meeting mentioned, the gang meeting on tite job. - Who should attend the meeting-end Who should conduct the meeting--are matters, again, of good planning Wr ho*td rerun ourselves of proper representation and that the individual conducting and leading the meeting is an individual who h capable of doing so, and that be has been afforded the training and materials to do a job which is acceptable and meets the objective. And now as to Bow, specifically, to handle the meeting and have it follow the plan you have prepared. What are some of the me chanics of conducting a good meeting? i. Have a plan--establish your objective. Plan to meet your objective by the use of the tools available to you. a. Stick to your subject. Doo't wander but stick to your plan and thoefore your subject. 3. Be considerate and undemanding of your conferees. If a question is promted and your plan has not contemplated such a question or reaction, doo't delay--settle it at the time of presentation. Don't promise that you will get back to tt and then forget it. If the question is prema- Cure, honestly advise your conferee that you will get to it--and live up to your promise, tn this connection we would be remiss if we didn't znentioa--rapport--the psychologists have given us this term for harmonious reiadomhip bctwuui individ uals. Such a relationship, both and physical. Is necessary for a true and ac curate understanding. You might say the meeting is a selling endeavor with all sales resistance removed. In our we must have good rapport, both mental aad physical. 4. Keep your props under cover. If you are going to show a chart, keep it under cov er until you are ready to display it- If you don't, the beys will read It and get a partially baked idea of Its "w*tri"g Their attention is distracted and they may even buDd op objections to it. If they see if for the first time when you'display it and Interpret it, then they get your posl- lion first. The greatest value of such props is the dement of surprise, and by keeping it under cover, it will serre its maximum usefulness to you. 5- Hava everything ready. Don't paa out an item, such as a pamphlet, and ask the boys to pass it around while you are dis coating it. The nobe and the competition you set up for yourself certainly do not help you gain the attention of your con ferees. If you want to pa* out some ma- 30 35th National Safety Congress; 1947 tezial. make It a pan of toot Give it to one of the men at the enter of *>* ooofcmoc able wt (a tributioo a pan of your demonstration; or if you want to review tome written material, have each man pnVipn- in the reading of the material. Don't tea) an a*aittiit out in the audience to vet up a projector while you go on with your phase of the meeting. Have your projector set up in advance, and your film tested and ready far immediate presentation. And we wOl repeat again, make sore your room on he darkened for the proper display of visual aids by projection, adequately mod promptly. 6. Make sure you have --i<g h- cilitics and that the veryilatioct to good and outside interference is at a Make sure all physical arrangements are such as to contribute to your meeting*, rather than have some such item In com' petition with you for attention of your cneferees. 7. Don't depredate. When you sec out to <W a dcaotttmiOD, don't say. "1 don't know whether or not this will ay point.'* Don't iniwitw, "These charts were made up far another purpose, and 1 am not sure that they will show you what I want.** Don't start, "If you vrill bear with me--." If yon hare any doubts about the teterat- wottb of your nuehl, how an you ex pect the audience to believe anything? If yon feel it.docmrt make the poim,'dixard it, or nee it without wanroaM. It b prohably poor enough without your knocking it] *. Place special exhibits at the back of the room. XI yon want the boys to models or parts after the meeting, put them at the back of the room near the exit. Don't put them up hoot far mu of the boys want to run as soon as yon are finished, anyway. And dost Imre then back there unattended! Get back there quickly and call attention to them and answer questions about than, p. Practice every draonstratien. Never take a prop into a meeting until you have looked it over and know how it works, n<) know that yon have mastered it. It may wotk with a simple lick of the wrist U you know bow to fikkl Never admit, "Thu is ruppB--lI to do so and so, but 1 never worked It before/* If yon have to demon strate. practice util you have the demon tzatlon letter perfect. Try it before a group only,whs yon can make it look "7In copclniion if yon want your meeting to dick. eertMtofa you objective, and adopt a .carefully laid plan of presentation to meet this objective. Bshaa yonr plan with judi* dous use of cpcftrcace development, stalls. tics, demonstrations and the visual aids. Make your presentations iataxsiog timely and orderly, fast use sttimd liiwpifa ncwiiir ale and eadmtaadlBf and demonstrate an air of wflllngntm to get the other IcOow's point of-view. Be human in your approach, lay yon cards on the table, don't hedge. Be fair, state the problem accurately. Be firm in your petition and amuse yon are supported by facts in such petition. Make sure your cooterra are in a harmonious state of mind far ray acceptance of yonr prepetition. Be*caO "rappon"-mak* sure yon have it. not only from- the mental point of view, but from the physical as wdL Qatr a desire far year product--!"the acrldmt proof job" and rtwuouwiate year timrcrlry of purpose by a wdl-planned, tatooting and purposeful mmlag and I know ywaV get the resulu desired and the recori! wBX take care of itself. How to InTMtiqato an Aoddaet By T. D. HOGHSTON Salmtj Enqiniwr. Too, Pome & Lighl rWwpMiy The investigation of an accident Is a very important phase of accident prevention, m It is one of the through*wfaich lafocan- tion may be obtained regarding the week hab its of men. All accidents should he investi gated. Those of a minor nature should be left up to the'foreman, or pomfhly the man ager, bat those of a glon stint sodl as ` fattttfci and these with U|h severity tatei should have a fatal! ions%Mlus by a era. wlttar. The of an igmHww mi lend dignity to the orratinn; Those present Public Utilities Section 31 should include the department head and manager, foreman and repraentativts of the misty department. One person, preferably the safety engineer, should ask questions, guiding the witnos in hit testimony regarding the actions of the other am, as well as the in jured, prior to and at the time of the accident. After he has flnhhori other members of the group may ask questions. When one or more points of inxeresr are brought out regarding the pest pexformaaca or practices of the crew, this must be fo&owod to order to bring twlnjg tium^wfmiliw* H cj ,tw details that mtgto have a bearing on the reasons for the nsmfc ad that was committed or the unsafe condition that lead up to the accident. Nothing asnst be left nneovered. Too often an accident is investigated with out a. purpose. That k, the question is often "Just what do we want to find out!" "What iwfiriMrtii fa cwentisl to a good preveation program?" Oor acsfdcm report is so arranged as to place the respouti- bOity on one of two groups nnntgrnwiu and the injured. In order to act.forth the ton Information required In an invmigadoa of an accident, we have developed a formula which we <SD: THE SIX PftOVSN STEPS Step L Employ Good Men Step IL Tnto Them Step ZXX. Provide Good Work Condition* Step IV. Inspect Equipment and Mart Work Q. Whose jsh fek m do there four stspti A. The f rrwisto. Q. Whort the i emit? A. Tbe nearer a pasta jab is dene in n. the aesecr asm is at- Step V. loi wtlgssf or rate to dcatrsslnc Cbm he must the sesys tovolml If the wocktnaa (assuming the foreman has done a good job in Steps t to 4 indurivc), then No. fi is necessary. Step VL Constructive discipline. The records show that a very large per centage of the more serious accidents, and specially those resulting in dearie shock and burn, are the responsibility of manage ment which inefartts the foreman and on be dimrrt under one or more of the first four stops. Therefore, when an investiga tion is completed, we must first audit nan- agrsamr to determine any vfikniw In one or more of the fim four steps. If there las been a weakness, then it must be corrected at once. A good example can be died from an accident in our company when a lineman Himhed a pole and reached up and attempted 10 bang hit hand line on an eaogfoed pri mary. Without a thorough investigation we woold bo tempted to say. that hit mind was somcwlms efao, he was not or be probably though* the Une wm dead. But inch accidents should not be dtoroiaed with out determining just why a man would com mit an act of this unit. The Investigation brought out that ap- pnnhiistily twelve months before, this oew, iadodfog the foreman, at one of their safety meeting decided on the policy of not install ing protective grounding equipment 00 de- drenfrs where they could see the open switch. They had formed the habit of working on dfreaagfeed primaries without protective grounding equipment. They merely looked to be certain that the switch wss open and went to work. It was a statis tical certainty that at some time an accident of this nature would occur. They had formed e bad habit and it eventually ought up with them. Qo the otbre band If management has done a good job of carrying out its rcaponstbilities as outlined in the first four steps, then It Is necessary to move toward the employee and institute some form of disci pline. In administering discipline we must uttu forget the purpose, that to, to make a better employee. In summarizing this, the investigation of an mopt have' a definite purpose, and that purpose most be to improve the work conditions and, more important urea's work habits on the group involved la tbe accident and those at other kresdooe in tbe company. IWO MS N 35TH NATIONAL SAFETY CONGRESS VOLUME XXI RAILROAD SECTION NATIONAL SAFETY COUNCIL, INC. 21 NO. W.ACKER DRIVE CHICAGO 6, ILL. Foreword npHE Transactions of the 35th National Safety Congress and Exposition of the National Safety Council are pub lished in 29 volumes. Volume 1 includes the Annual Meeting, Banquet. Women's Actrviaes, index to all volumes and List of Exhibitors. Volume II contains the ASSE Session and the Industrial Subject Sessions. Volume XXIX contains the Early Morning Sessions, "Psychology You Can Use." Each of the other volumes is devoted to the sessions of a single section or divisioa of tin: Council. The transactions are a record of the proceedings of the Congress, condensed and edited for reference purposes. The complete original manuscripts, many of which contain charts and illustrations which could not be reproduced here, are available in the files of the National Safety Council. _ The National Safety Council- seeks to eliminate from dis cussion matteis not pertinent to the aims of the Council, However, it cannot accept responsibility for the views ex pressed at the Congress or in this record. It is expected that die new format of these Transactions will permit wider and more effective use of the material re lating to various fields of safety. At the satoe time, the whole set provides a complete and indexed reference work on all phases of accident prevention. THE HAnOHM. SAFETY COUNCIL TO North Wockac Dstv* CttoagoS.HL Huirnim 3 35th National Safety Congress Transactions TM , VoL Ammal Mnfag, Bonqnrt. Wopi'i JIcBtHh. hd to Vobanai and Brtlhto............................................. 1 ftnurirrm tecWy of 8aWy Fni/fcfo and ftuhincl'So--too*. S Aircraft Mkimifcjt.'friisq Stcfion...............................................>... 3 Air Twrapnrt BncBoo........................................... 4 AnkonoCf* and IfaddM Shop SecBoo......................................... 5 CoBEMek and Qaanr Soctfae.................................... dMutecd Socfiou................................ 6 3 Coed Mining Sncftoe...................................................................... Commorckd Vddd* Socflon........................................................ 3 CuMhinton 9ictoi ...........................................................................10 Foodflwte........................... 11 TndurMal Ifantag Soctton......................................................... . .13 Mata* Sweden.................................... .13 Moat Tanntog and Lnrthoa luduilii-- Svcfioa..... .14 Milih Sncdon........................ .....15 Malng SoctWi ........................ ...18 *PlqMr and Palp Snctton.............................................................. .17 Psh uTsiun flirtw ~ .....................18 Fowl rnw Sncfiom..................................... ...."..,,....19 PoMc UBBfUo Swffion................................................................30 ........... 31 BsddxrSiclta ......................... .33 Taxfife 8icfa>.......................... 33 Traffic Section............................................................................... .34 Wood Pnxhscte Bocttoo......................... 35 Fonn Safety......... ..ft Homo Sofatr................................ 37 School fmd CaBng* SWoa*...........................................................38 ftldaiogy Ton Can Um (Eadr Wondng TTamlntin)................39 FfUCES OF EXTRA CORES OF ZHKVIDilAL VOLUMES VOLUME TO TMT oct. . 1 to 9copies sotoffcopies too to 999copies 1000 ormors im dm s| ja|o-| ;00 a. *4 to 4* pay-- *5 " * -*5 no " -*3 *OB 1^JW5 * pay- * *f 4 " -30 " 4 *9 " 45 * 45 " -IS NON-MZMBZR prices me dnobfc member prices. 4 Railroad Section Exscuttre Commutes--1947-1948 GfiMTii CAefreum--W. H. ROBERTS, Chicago and North Western System, Chicago, D), Pke-Cheirwien-V. E. MUMFORD. New York Central System. New York. N. Y. Srcreteiy end Netes Letter Editor--L. B, HARPER, Ulinois Ceatnl Railroad, Chicago, Qlioois Contest Committee--C. L. LA FOUNTAtNE (Chairman). Great Northern Ry, St. Patti, Minn.; J, L LONG (Vice Cbaimtas), The Delaware and Hudson R. R, Corp. Albany. N. Y.: F. R. CALLAHAN, The Pullman Co, Chkago, H2.; L. E- HOFFMAN, St- Loub Southraun Ry. Lines, Tyler, Tex. Health Commuttee-DR. CEO. P. MYERS (Chairman), NYC System (retired), 789 W cheater, Graw Fointe Path. Midi. Hifhny-JUi/nMrf Crossing Committee--It. A. DAAU (Chairman), Erie Railroad Co, CJerehisi, Ohio; CL M. KIMBALL, (Vice-Chairman), Southern Railway System. Washington, D. C; W. H. BAILEY. Mbsouii Pacific Una. SL Louis, M04 C. M. BOWLING, Loubville St Nashville R. R. Co, LouisriHo, I74 J. A. CLANCY. New York, New Haven R Hartford R. R. Co, New Haven. Conn^ G. W. ELSTE, The Baltimore It Ohio R. R. Co, Baltimore, Md4 C. L. LA FOUNTAINE. Great Nostbern Ry, St. Paul, Minn.; D. E. MUMFORD, New York Central System. New Ycek; J. R. TENNEY. Western Maryland Ry. Co, Hager* town, McL; J. F. WADSWORTH. Canadian National Railways. Montreal, Qut4 CL Rf YOUNG, UUaOb Central Railroad, Chicago, IS. Members}. '* Committee--J. L THEXTON (Qaiioa), Delaware, Lackawanna k Western R. R. G l.hoken, N. J.; J. Z. LONG (Vke-Chairmn), Delaware k Hudson R. R. Corp., Albany, N. Yj F. J. POKORNY. Dcam It Rio Grande Waters R. R. Co, Denver. Colo.; R. H. SHORT. Nashville. Chattanooga ft St. Loub Ry, Nashville, Terns. VmiiuSMt and Elections Committee--G. M. BOWLING (Chairman), Louisville It Nashville R. R. Co, Loobville, Ry.; G. W. ELSTE (Vice-Chairman), Baltimore ft Ohio R. R. Co, Baltimore,?.. .4 H. A. DAARE, Erie RaOroad Go* Cleveland. Ohio; O. F. GNADINGER, Elgin* JoUtt ft Eastern Ry. Co, Joiht, QL Psy Committ*e-~L. E. HOFFMAN, (Chairman). St. Loub South Western Ry. Lina, Tyler, Team; A. V. ROHWEDER. (Vice-Chairman). Duluth Mbsabc ft Iron Range Ry. Co, DalMb. M1004 C. . BELL. New York Central System, New York. N. Y4 W. H. BAILEY. Missouri Fadfic Liao. St. Loub, Mo.; X. C. SABENS, Nickel Plate Rood. Cleve- Statistic* Committee-T. H. CARXOW (Chairman), Pennsylvania R. R, Philadelphia, Pa.; O. F. GNADINGER (Vke-Cfaainnan). Elgin, Joliet ft Eastern Ry. Co, Joliet, IlL; S. 1. WITMAN, Reading Co, Reading, Pa. 5 6 35th National Safety Congress, 1947 Trespassing Committee--}. L TENNEY (Chairman), Woten Maryland Rf, Co., Hagerstown, ML: C. F. ADAMS, (Vke-Thairmjn), Texas It Pacific Ry. Co, Dallas, Texas; J. R- NUT TER, Kcntodr Be Indiana Terminal XL IL Co, Louisville, &|4 O. H. BRYAN, Western Pacific R. R, San Frandtco, CaL Visual Education Committee--A. A. LOWE, (Chairman), Southern Pacific Co, San Frandsos, Cal. fiimi-R. L GREENFIELD (Vice-Chairman), Pacific Ry,, Montreal. Quc^ C. L. LA FOUNTAINS, Great Northern Ry,, St Paul, Mina^ R, P. HAMILTON, St, Louis-San Frandsco Ry. Lines, 5t Louis, Mo. Safetygraph*--}. A. CLANCY (Vice-Chairman), New York, New Haven Sc Hartford, New Haven. Cwi; O. R. DIAMOND, Kan-- City Southern, Kan-- CUy. M04 C. T. DE WITT, Northern Pacific Ry. Co-, St Paul. Mina. Iteftn-A. K. DAVIS (Vice-Chairman), BuHiopoa Lines, Chicago. UL D. W. NAFF. Norfolk 1: Western, Roanoke, Va^ H. H. ORR, Chicago Be Eaton niiMit g. R_ Dan ville, HL Safe practice* Pamphlet Committee--T. B. LEWIS, (Chairman), Uni-- FadSc It St Ce,, Omaha. Neb^ j. p. WADSWORTH (Vice-Chairman), Canadian National Railways, Mon (real. Qne^ H. B. PILCHER. Wabash Ry. Co, St Louis. Mo. Safety Device* Comtmiiiee-D. W. NAFF (Chairman), Norfolk h Western Ry. Ca^ *, Va-j L E. SEYFARTH (Vice-Chairman), Chicago Be Western Indiana It R. Ox. Chicago, Ilk; & W. DOWDY, Virginian Ry. Co, Erwonke. Va. Safety Instruction Cent Committee-C. M. BOWLING (Chairman). LouhvOle It Nashville R. It Co, LoorsriUc. Ky^ I. it BRADFORD (Vice-Chairman), Boston R Maine R. R, Boson, Mast; D. C. IRVING. Petumjitania R. R, FhOadciphis. Pa. Railroad Section 7 TUESDAY AFTERNOON SESSION October 7, 1947 Presiding: C. M. BOWLING, Jape of Safety, Louisville Be Nashville Railroad Company Annual Report of General Chairman By C. M. BOWLING Sapurlntondunt of Safety, Louisvill* & Nashville Baftxoad Company I want to pay tribute to the chairmen aod members of the subcommittee* which make up the executive committee of this section. and all the other officers for their labots during the pent ytar, and. particularly, to Mr. Leotard Hoffman for his good work as chairman of the committee which arranged the program for these three days. t At least 104100 delegates are attending this Congress. Thus has organised safety grown in Importance since its fist Congress in 191*. just a little over a third of a century ago. We, as railroad men, may take special pride in this growth, because railroad men were very salve in the organixaiioa of the first Coegrm. At that time; a number of American rail roads already had established organised mfecy programs, and they were getting results. In the ensuing years, safety has had Us ups sod 'down, in railroading as in oths indus tries. But in the mala, they have made great progress. The American raUroeds established their hunt injury ratio in 1939; 6.75 reportable injuries per mTttbw. man-boors, whereas the ratio lor 19*9 was 90.99. Beginning with 1941. with the coming of war, the ratio started up again, reaching a high potntof 11.17 in U dropped to 10.70. As well as an- be determined,. we arc jot about holding our own this year with possibly a slight improvement in some spots. So we Mill have some ground to re- The agw are all encouraging. Everything iadioia that the American taUtoodt intend so redouble tbdr efforts 10 reduce the am- dot MB in the future, first, because railroad angnsau are becoming more keenly alive in the ingimmiu. at enlightened personnel poffidm. and, second, became more aod more at there are to realise that an efec- ri-- actfdsre prevention program will not --fy tap-- the service- but will, at the seree lime. aim reduce the com of operation. XadhreaR cmtly in doHan. To get a pic ture of just bow costly they are. one needs only to realise that every dollar paid out by our railroads represent lao-cents-to-tbc-dollar dollars. This cooes from net earnings, which are from gnas earnings. And grass earnings come from service rendered. Going a step farther, say your railroad in one aKnikt time pays out $90,000 la claims, That $90^00, as previously mated, represents **ioo-ecm-<o-tbe-doUar'* dclbre. To get a true picture of what that -- in service rendered, you only need to look at your op erating ratio, which we might ay h So. That would simply mean your $904300 dalms rep resent 4504300 gross dollars. So, when we save a dollar by preventing a personal injury, we are saving five grass dollar*- As management becomes more and more amadous of that, our jobs will become lea Tbe safety director of a very large indus trial concern recently said privately, that his department had suds complete **back ing from the management that it was actually embarrassing at dace. The result was that they Wt an cver-prosisg need to examine their own recommendations with the utmost ore to make sure that nothing wax pat into effect which might in-the long run be un- nece--ry. To mi the least, that liberality on the-part of management. had a good moral effeaoa that safety director. Our chief problem Is not that of financial support as it is that of moral support and, in that respect,-we still have a selling job. 1 are persuaded that our problem is a human problem. The great majority of rail road employees are loyal. They take their cue largely from their immediate superior. The key man Is the employee's immediate su perior and on up the official ladder. It all get* back to the old slogan "Safety First.'* Is it trying to get up the ladder or down .the lad der, or is it a broken rung in the ladder? I are further persuaded that, when all concerned join bands la coordinating their efforts, we may be out of a job, bat the job 8 35th Notional Safety Congress, 1947 wm be done. U on only b* done through coopentiocL Cooperation is the keynote in all oar ef forts. Cooperation is the reason fee our nctf- log bore today. Through oar membership in the National Safety Council. we are pro vided with a great opportunity far mutual help, not only among memboi of this rail' road section, hut among ail the wrntm of all the sections of the council. There are certain of our many problems to which cer tain ocher sections of the council have a much better approach than we. and, no doubt, certain other sections have problems to which we hold the key. It might even be a case similar to a deposit box. where two keys are needed we have that other key. We have achieved much but there is ranch mote iu store for us. Another fine achievement h the coopera tion whkh today exists between this group and the Safety Section of the Association of American Railroads, and. likewise, between the National Safety Council as a whole and tlw Association of American Railroads as a whole. This was exemplified by our joint grade crowing; and traspafliag scridat prevention program. Then was aim a amis of joint of enr u|i-- committee <w|i our gnk rrnminf etanmiuce with the commit tee of diroetiori and the grade crossing com mittee of the safety tertian of the aaaodathm last winter, and bo doubt dame wSl be future meetings of the same kind. When this sealoo vssotpnhsdaoK than jo years ago. it became known as the Strain laOnad Section. At that time, it was neees- sary to make that distinction. Today the ait- imVn has changed. Therefore. on jane nth pn, yawr executive cmmlttee made a rra* pa-----reWng tn tlw Wranl of the National Safety Council that our name be cheaged, by the word *Sum" The exMt^ve board approved, and from now n we win be known as The XaHnsd Sec tion. Greetings From Safety Section. A. oi A. B. By L. E. HOFFMAN Chairman of th* Satety SHkni. AMOCkrtioc of AiTarirpn Bailioadm, and Supt. of Bute. and Safety, St Loai* Soatirmatani Bailway Line. I being you Cr>*~ti,>e* from the Safety Sec tion, Association of American Railroads. The activities of the Railroad Section of the N. S. C, and those of the Safety Section. A. of A. IU are so closely relaxed that much good always cooes from meetings of this kind. I am glad to state that I have noted Cor several years, with real and sincere pleasure. and satisfaction, the increased cooperation that prevails between pfficers and members of both Sections. This has been manifested, particularly, in the joint piemukxi programs tor highway-niboad grade trtrahtgs and [repairing, and the duplication or inter locking of committee memberships, as wdl as the harmonious cooperation in tbety'jotai meetings. The problem of promoting safety lb quite ou all railroad*. sad we safety cBoxt have much to do to sell safety to all officials, super*bora and employees, both individually aret Surely all of us realise full wdl the nectaricr of securing the whole hearted co-operation of everyone, including proper rule obsevance or eaforcoacnt, U wc in to mnwgiltih (be mnA-Jfiind se duction la irrfdrrai and injuries. The wertntm thns far lor 1947 rtisdcoc that not as much pcogicm bee been made ia the reductionol a/ridentt and injuries, compared with 1945 and rmwrvTtirr ptrerding years, as we anticipated. Thaefere. it Is earnestly hoped that, with more stable employment cobdiriom, this inerting of the Railroad Sec tion. N. S. C, will cause a derided Impetus in acridmt prevention dfovts that win result in much greater redactions ia casualties. Railroad Section 9 Baport of Standing Committee Chairman Stingy and Ran Letter Bitter By W. H. ROBERTS Superintendent of Safety, Chicago and North Western Railway System When I accepted the job of news letter editor, I asked tor bdp-and I got It. 1 have received advice, articles, dipping*--all of which have made the task of wtiriy the news letter easy. It has been work. it has taken time, but it how been fun. At' times it bra been a little dlffirnU to meet the dead line became of pressure of duties of our bread-and-butter jobs, but severtbclas it has been an enjoyable task. And the deadlines have been met. My appreciation is extended to each of you who have helped, particular thanks go to Hetman Drake of the Eric.- who so kindly provided the stcndls tor the cover in recent months. The only way the news tetter tan be kept interesting and useful is far all of us to con tribute to it. I know you will ail give your new editor the same support and help you gave me. ByCL LaTOUNTAINE General Safety Supervisor, Croat Northern Railway Co. Awards were presented to the following winners in the Railroad Employees* National Safety Coolest lor the year 194& SlANBAaB Group Railroad Operating Official A Tfllnoss Central Railroad W. A. Johzwtoa, President I The Whigin Central Railway Company C. L. jePinghaas. Vice President C, Duluth, Mbrabe Jc Iron Range Railway Company P. H. Van Horen, Prrtidmt and D The Colorado it Southran Railway Company General Manager Robert Rice; Vice Prakleu E Miwouri-JHinots Railroad Company R. C. White, Vice Pro. and Gen. New Yark Connecting Railroad Company : Mgr. Dean I. WMey, General G Aihstt Zone H St Loafs Shop Ttt Pouscah Cowamv L P. SchwoOer. Superintendent P. A. Wagner, Uamger Switching and Tduuul ltnonw A Aktm and Southern Railroad B Birmingham Southern Railroad Company James Davies. Flattest H. E. Parker. Prerideat The Gms Book vat tori in May. ^1947, . iiiMsminiJwg the iraults of the cootat, and, as nsoal, Sating the standings oi all the Oats 1 railroads, together with some tables showing the gala made in mfery from 19x3, the first year of publication of the Green Book, through and farintifag im& By action of the Executive Committee of the Railroad Iwtim. the 1947 Green Book was dedicated to the late Lew R. Palmer, one of the oeganaos of the National Safety Coun cil, and founder of tbr Green Book, and was entitled "The Lew palmer a^th An nual Green took." The Executive Committee took action to darify scene points in the contest rules. In one rase; the Executive Committee was potted by tetter ballot to secure an interpretation of Rule 5. This rule formally provided that no contestant coold win a group award for ewe consecutive years. A majority vote of the Executive Committee held that do railroad having won an award In one group in emc amid win an award in the sat or any 10 35th National Safety Congress, 1947 other group the following year, and the Com* mince at a meeting on June i > amended the rule to provide that no contestant is eligible to win an award for two consecutive yean, eliminating the word "group." The Commit tee felt that this change would clarity the intern of the rule. At the meeting on June n the Committee also awyrpt--* Role i (b), which provided that "no railroad b eligible to win an award unless its aeddott records have been included in Table No. 99 of the oOdal Accident BoJletin of the Interstate Commerce Coonbuon for two consecutive yean." The amendment of the Rule eliminates the words "for two consecutive years." that requiring only that a ownestate's aeddmt reowds most appear la Table 99 of the ICC Accident Bulletin. This amendment tabes care of suds a sitsuim a* a consolidation taking place during the year. Such a situation has occurred fa the ccmsolkbtwo of the Golf. Mobile and Ohio Railroad and the Alton Railroad of May 31 of this year. These were both Group C RaOzoods, but the consolidated system,beams a Group B railroad and will be carried as such in the cpotot for 1947. The 194S edition of the Greea Book will be the sph Annual Green Book, and it a our hope that are on recognise this dgnificam anniversary in an appropriate way. BghwgrUaflroad Crn--fmj Commlttaa By G. W. ELSTE Suptn Safety Dept-, The Baltimore 4r Ohio Railroad Company On June 1 of this year, all the highwayrail intersection activities of the Natioaa] Safety Cnonril were centered in the Signs of Life Program, a new corepalgn to encourage better observance of traffic signs and signals. The potential benefits to be derived from the program are apparent in the ha that a recent special study indicated that 51 per cent of the driver violations la urban fatal crossing accidents and go per cent of the violations in rural fatal crossing accidents not disregard of the sign or signal at the crossing. With this in Mrind-e* eH as the knowledge that proper observance ot all traffic signs, signals and roadway sriinfi it vital to tnfie safety--the Signs of life Pro gram was inaugurated. A Sood of materials not sst 10 state and (oral traffic ofikfoh and so state nd local safety councils to enable them to rarry am a complete sign-emphasis pigisa of any scope they might deem advisable is their particu lar territories. Backing up this material were the contacts made by National Safety Council field representatives to scO the program and to advise on the mom tluila ways of con ducting It on either a state or a local bams. The response by all persons connected with traffic safety was overwhelming. At w* .time --only four months after the program was inaugurated-thecc are only four states In the nation which have not requested Signs of Life materials or undertaken activities to em phasize the importance of observing signs properly. Thirty-six states have carried on Signs of Life activities under the leadership of state traffic rdfiriah or state safety councils. la eight move states the program was carried m by municipal officials or local safety cooneffc and thus the large dries in thoee eight wares were also corned. Tfee boric piece of literature far the pro gram Is an attractively entered, pocket-sow leaflet entitled "SIgw of life." The qaimlty dattributed was nearly four times greater than the dfauribudeo of the previous peMotim. "The Engineer and You." Almem raw* eopts of the Signs of Life lialit mil of them specially imprinted for the urgrointioci responsible for their local iRttiitoekm >a< sent to 44 sates by the CouncS- A sound dktefilm of the saroe "Signs of l ife." is now in the hands of tnfie nffirlili and safety people in 37 states and a muni promotion is bring oofeoad so increase let distribution. In irirtiriem, a number of taQ- roeds are using It for both employee and public showings and souse of the luge in surance companies have added "Signs of Life" to their circulating film Ifla iiitt The film, betides presenting a brief history of tignrand explaining why trod bow they he ob served. features a special appeal for safe driv ing by movie and radio scar Eddie Cantor whs kindly contributed his services to help assure the success of this Important project. To promote use of the film, *5,000 copies of a special flyer were distributed by the Council or made available Co local or state Railroad Section 11 traffic safety organizations for lhm use. Nrariy um roptes of the oJflrial poster of tbc program were sent to partiripatiag groups and organizations. A handy-tired one-column mat of the potter was offered to all daily and weekly newspapers in the nation as well as to house organs, educational journals, trade journal*, traffic and police magazines and women's magazines. As a result, 515 publica tions throughout the country wrote in to the National Safety Council to request copies of the mat in order that they might carry it in their columns. This is one of the greatest rcspotacs ever accorded an fodiridual mat handled by the Council, a good indication of the public acceptance of the Signs of Life idea. Shortly before the Signs of Life Program got under way hi June, a aeries of radio uiosoipdoM featuring Breakfast Chib star Jack Owens was offered to every radio station in the country. Again the response was overwhelming. More requests were received for this series of transcriptions than for any scram ever previously handled by the National Safcsy CouadL Pour hundred and eighty even radio ttations requested pennbtioa to In wiIl-- the aeries of tix 5-minute shows. The am result was s^n separate bteadmsM am infer safety in support of the Signs of Life Every radio nation was also sent a series of short amnenneements 00 Signs of Life. In addition so these general short announce ments, anmhrT set was also sent to the weoroah director and to the fens director of every mrlna Two special scripts were sent ro shoot 350 ot the larger police departments throughout the country in order that they too aright go ee the air for Signs of Life. The opportunity afforded by the fourth annoal obacrvance of National Pans Safety Week to reach the bum people of the country was srdB ntilbed. Specially imprinted Signs of Life Vafifty were distributed through the county agricultural agents of all the counties in the nation and also through state farm safety committees in all states. Special local promotional activities took many forms. In Mimouri, for example, the sliddttm was shown continuously at the state lair to an audio** estimated at approxi mately *00,000. The State of Debware hands out a copy of the Signs of Life leaflet to every motorist who goes through the State's Motor Vehicle Testing Lanes with the suggestion that he read It carefully. 'Wisconsin prepared a fine kit of radio and news materials with a state slant in order to enable the newspapers and radio stations of the state to publicize the importance of observing traffic signs. The St. Joseph. Missouri Safety Council utilized store window displays to get over tbe mes sage to tbe public. Many industrial firms featured the Signs of life tncmage in their boose organs and ooe large oil company de voted all its summer advertising in radio, newspapers and imgarinra to it, as well,a* working with tbe National Safety Council to prepare a small leaflet of its own 00 traffic signs for distribatiou at its service stations. Backing up all three activities wm the fea turing of Sips of Life in all National Safety Council magazines and in all materials relat ing to grade crossing safety in order to bring it so the attention of ptueis everywhere who are concerned with safety. Tbe Signs of Life Program and all the activities which it engendered on state and local levels bad one rie purpose in to far as highway-rail intersection safety was con- coned: to rfarage tbe public attitude toward highway-rail intersections, toward tbe signs, and signals thereat and toward the question of tbe individual responsibility involicd in negotiating uimiugs safely. The achievement of such an aim is, of coarse, difficult to meas ure in the four months which have elapsed since tbe Sips of Life Program began. How ever, the cordial rctpoiuc to Signs of Life activities everywhere is an un- questionable indication that its goals are attained. While the Signs of Life Program was tbe spearhead of the grade nutting safety effort for >947. the National Safety Council con tinued as in the pam ao bummer away stead ily ee the subject in aO tbe regular materials which it produces for many diverse groups throughout tbe moony. It has been integrat ed into lesson unfa fee sdswk along with school puttm on the subject. Materials-- posters, dash cards. Idiot, "The Safe Driver.", and other leaflets--which go to bos and truck drivers throughout tbe country, constantly emphasise the importance of safe driving at crossings. Farm safety materials feature cross ing safety regularly. Tbe necesary of walking and driving carefully at cramsngi is em phasised fas the industrial safety publications of the CounciL Finally, k is an integral pan of all traffic rafety literature and activities. 12 35th National Safety Congress, 1947 Tbe publuity- relax* of the Council far the radio and the prea aid in the woik by careying aaBO{ nitty itew in their proper penptalw. Council magazine* and news- letters i miic to keep the pnbtic aware of the need lor sale habits at crossing! Coordinating all these activities and pro viding accenary counsel and rii<faOT are tbe Railroad Section of tbe National Safety Coon* dl and the Safety Section of tbe Awodaikm of American Railroads, especially the Credo Crossing Committees of both tbsse group*. While creasing safety is eneodally a oafic problem and is bong t as such, k is also a railroad prohitn and these two cent' mtita#* hare domed modi work and sendy to insuring the soundnew of the activities during the put year. Everyone is fhOy aware that it is Impoei* hie to measure in any shoe! space of date tbe results of so vast an undertaking as endeavor ing to change tbe driving habits of every motorist in America. However, we firmly be lieve that in the post year we have utilized the soundest methods ptwribfo and have achieved our greatest results to date. We have the greatest distribution of materials during tbe pari year and covered tbe most territory ever reached by the program in placing Signs of life matniah in 44 states and stimulating some spedal activities in those states. This, however, is not an end hut a beginning. We have achieved an entree and an argcptance in those areas and we mutt now to furnish materials, assurance and in order tint the iaterett and activities we have stimulated may continue and may sc that we shall lave lacing results as evidenced by a cooriaat reduction in highway-mil intcncaioo aeridmH. By JOHN XL. LONG Superinler^ent of Safety, Delaman cud Hmiaom Xaiirtmd Corporation Tbe mcjaabenhip of tbe Railroad Sorttoo of the National Way Council now. stands at 90, as againri 95 a year ago. This represents a less of mien iiasilau, and an offsetting gain of two members. The loss of aevsii membra is not entirely an aoual loss. Three of three were lost through consolidation. Them saQreads arc tbe Alaska Railroad, which Is gmnrnm operated, and which now comes under the general memboihip which covert all goresn- ment agendcs; the Alton Raflroad, which is now a pun of the Gulf. Mobile and Ohio System; and the Fere Marquette Railway which is now a pan of the Chesapeake and Ohio Railway System. Tinas, w* oinnot my that we have lost these members, and we confidently expect that tbe safety oficcn of these roads will work as dosdy with us In the future as they have in tbe past. Tbe roads which have cancelled their uva. benbipe are three small railroads and one good sired road of 1x50 track miles. We are working ou the latter and hope to get Imm back into the fold. The new members are both electric lines, the Chicsgo. South Shore and South Bend Railway, and the Chicago, Aurora and Elgin Railway. The CARE is a loog bob. bn cf the fiwuuHi, bus recently oamfened to the RaBroad Section. Incidentally, this is an iadkatkas of the logic of the change of our Section's name which eonrin of dropping tbe word "Steam" boss the title. As of today, there are only m railroads of mao uQa or over, teduding the inrmtur Ifla during this past yor, which arc not membra of the M*A~*1 Safety Council Two of three we consider as naive psenpens. and wc have every cvpfrfrkas of welcoming Area into tbe fold blue another Conpta You will hear about the National Safety Council's "Mimini ITtl il MiaiTwi" Cam. paign. From what I have jm mid, it ap* pears that the immhm of pusfscw available to tbe railroad mrailass is Soiled, but ths is not true, for two reasons. Vim. there are still a lot of Cfaus 1 nflnah 1ms than ja miles m length which are aot members of the Coondl. and second, as wB be t folly to y Tbe liimtiriitiTji skmaian is am gratify ing. but as loag as tbe* me st* major rail road whkfa are net acabm af as there stiH naislia a gap to ha I Fall Membership C Railroad Section 13 Viaocil Education Pnriimtllaa By L. B, HAKFER Personnel Assistant, Illinois Central Railroad Company fwdsffies of tbe special series of railroad safety poeteri bqu early this year, the first two pottos being intended for March post jog. Aa you know, these are 17* x as" two- ccfcsr potters, and they are currently being broad at the rate of two posters each month. Evsy effort is being made to make them of tbe sank quality so far as art work, design, paper stock and priming is concerned. The Cossnol staff hdi that these posters repmeat the utmost value possible for tbe price. The art work is done for the mat part by the Omndlk own An Staff, and the print ing is done in tbe Council's own Print Stop, atif it possible to produce than at tbe knret eonrittent price. The potter sexiea is more or less experi mental in nature. Future productions along ibis line depend primariy upoo acceptance by tbe membra of tbe Railroad Section. It is Idt that we will not know just where wc bare been on this deal until a full year has elapsed. Bowers, it is necessary to work on a schedule fire or six wn ahead, and for that iissnri, the Janaary and February postra are already in process of production. For that reamer alio it has been necessary to come to a even before Congress time as to whether the series was to be continned for another yor beginning nat March. Now, there are a axisidmblr nuabu of railroads which do not urn the large six poster, bat aid exriusiveiy 10 8(4* x n(* powers, la order further to determine what tbe demand for posters is, next year* series will cotxfce of cue 17*- x as" poster and one t(" x uVi" potter each month. It Is farther intended that beginning with tbe March posters, which will Stan off next yeark'serief. a mare streamlined and effective unshod of securing soostnictire criticism on the poster designs wOl be developed, in order to JURire that the details of tbe potters wiH be beyead critkhm. Your lamatlixu and criticisms concerning the posem series are cordially invited. Full aad free dhnmloa of tbe subject wOl enable us to provide moat eSdcntly the service you want. On the subject of films, both motion pic ture and sound slide, cossidereble further study aad discussion is-needed. Production of sound slidefilms oa a professional basis ,i npmsyft and the production of motion pic tures is several times snore expensive than irwiit alidefihnS. Vwt arc that future sound slidefilms produced by the Railroad Section will sell at a somewhat higher price than have those of the past. The price is likely to be la tbe neighborhood of J50joo per print. Tbe experience of a great many of our tnoaheis, however, iifaiw that by using one of these sound slidefilms over a period of months, the eventual cost of taking its meusyr to several thousand employees figures oot In the neighborhood of one penny per bead. Within tbe near future, there will be made available to-you what we call Detail Sheets. These will be working drawings of various safety gadgets, devices, and ideas. We bare in our 3a at the present time a couple of doam excellent deviaa vnirsbk- for nproduc- ties in this manna. Our friends Bert Lowe, Charlie Bowling. Fred Keefer, Ed Seyfxrtb and others hare submitted plan for various devices, which should bo very valuable to all of 700. For 00c single --"if1*, Mr. Lowe submitted plans for a device which can be attached to an ordinary two-wheel band truck, by which It Is possible for one man easily safely to a steel dock plate for gangplank. Yon are all invited to sub mit Ideas of this, kind, with plans and photo graph* If pottible, to Lcs Dutton at Council bgadquarira. Mott of you are familiar with these Detail Sheets, having received, them a technical re leases within the post few months. This re quires a Utile explanation. As a member of the National Safety Coondl, you are entitled to receive spedal materials from time to time. Tbae consist of Detail Sheets, as mentioned, reprints of exceptionally good artida in vari ous publications. Industrial Data Sheets, and. in faa, almost anything of a similar nature. These come to you stamped with the follow ing legend: "This Is part of the service for your Administrative Unit.** You will receive shortly a copy of Service Guide No. 1*0,1 entitled "Railroad Acddetu Prevention Materials/* This is a rather ex tensive listing of all * the National Safety Council's Industrial Safety Material which hare application in tbe railroad industry, classified according to tbe various depart ments of railroad operation. I believe it will wdl repay your study. 14 35th National Safety Congress, 1947 in conclusion. I want to mate ooc ob servation, The service of the National Safety Council can be effective and helpful only to the extent that we as a body and individ ually our wants known. For this reason. 1 urge you to keep in comtant touch with National Safety Council headquarter* and with the o&cers of your Section, and Ua your be known. We have only begun to get the,, advantage of the pcaibUitki which lie in our orgasiaiioo. StaSMfeh Gomti&oo By T. H. CARROW S*pcrmUn<Uni ofSmfcty, The Tewsuylcuatia Jtesbeed Company The table oa page ij shews the breakdown for ti******** on railways of all riiun The h arranged to Am (he type of acridoe. ami then a anpwha k made between the casualties twanrf fa igp and thmc' in *W7` jfemrm Peloflona -- HcmHlfaq MfeO Dimeter of By C. H. YOUNG Cwtnd BoSzood Co. Tbe success or failure of any business is dependent upon the proper Mending of three dements.' men. money, and material. The latter two arc of little avail without the first -men. Man b tbc soul of btiimcw hr the moving spin wbiri* animates it and pm to it and ideals. The responsibility for the judicious combination of men. money, and material an efidtnt organisation rats with managementOn the Illinois Cqaisl, we believe that a supervisor in any level of napocmbOity and authority just as moth a part of man agement as the president of the company. These positions diffm only m three leaped*; auaciy. the number of petsons wpexvised. the of actlvitio supervised, and tbe amount of territory supervised. Although tbc extent of responsibility. be comes iootariogly pour in the various levels of seperrisaoe a* sre move, upward to the presidency, tbc direction and disporitioa of tbe respotmtilbte* remain tbc same. Jum m tbc president's roponribditiet are divided between tbe board of directors and tbc em ploye*. so is the supervisor, within his own nnit. Trpwi'M* both to bis superior and to Ins subordinates. No less important than the supervisor's roponcflnlity to management Is bis responsi bility to Ids subordinates. The executive of ficers ' ft*TM**1*1* tbe policies, but it is tbe supervisor who administers and interprets those policies to thorn whom be directs. Tbe selection and proper training of super visor* are therefore of patamnnni impor tant*. we hope to build a truly creative partnership of mat mad management. Tbe heart-break of failure an be avoided if we use every at oar dbpwl to determine that a prospect for prooiodH to a super visory assignment baa the pnrcqetttm for development into that lupmdbOky before be is placed. Promoting men from tbe iah lo ffl su pervisory positions should be a standard prac tice. because it is pauaDy agreed that tbe best morale and the best production result* will be found la orgaonatictu wfakh do thfa. Here is where scientific aptitude and pref erence tests prove valuable, btomr. iiutcad of floundering around in the outmoded trial- and-error "weimd, only three arbo pres mihdory tests need be akmd. Of course, prospective supervisors should not be ukari oa tbe basis of these tots alooe. Tbe buckground of the prcepect should be studied-- bis family connections, his boase life, hh fawn, his edoatkm. If he is found to have a satisfactory background, be should be given assignments that wfQ give Uu opportunities to develop leadership. He should be assigned to work with sacccarfal supersisoea in order k. may observe their of ban- ifflfg men. Workers look to tbrir iisimdim super- visor for the administration and mterpreta- tfon of company poUcssa. To many of hh ' subordinate), tbe supervisor person!fire tbc company. Employees frequently ronsfdrr tbem- srlvq as worldug for thdr immediate super- visor mbs thin for the company. In such Railroad Section IS |l 1 eoort tsss i i VwOhN sws<idorssn rne r5- m s r it <r> i SB 1 osAi a 1 o|Sno|8o : s-gsa irnt rfreei rae rrreee 3o> re 3 ft I NN 1 re y re SSIrS sr--- 1 ssresaan AiAIAg<0 ' 3 re l a 3 Ok 3 S ft rme si s j i Sret 3 K i 23 1 3 re .2=sS2 S irje 2 P o ft - ft Nt.Vso-re M n fret s ft s s re 1 13 I N r~ nr> N a - 5*3152 sgsss 5IO E S re Xre * i ft I(AOmU s re 5? is s 3 ft i j 'ifrl i. Ini ii 1 3113 :aj l2 llj jjfllii j ill IP J jijl; -8 1 TJ S$ 1 t 12 < :: i|p! ! m\ l*s|.I j 8s*g| 41 3 l 3 ja a t I J | H *8 9 l j 1 1 i 1 1 i ll 5 13 Source: Interstate Commerce Com m itnon, Statement M-400, 16 35th National Sajety Congress, 1947 an, whether the czuptoyte adoita, respects, wi trusts bb inaodott mjenior, or j--t ibe opposite, It nfctMd to the oeptojw't tonrd tbe entuv ccpnhitinw. It k therefore. that ail super- lison be gtwn a thorough ufannllng In the priodplei of --pervhkte white toctorir* the application of psychology to dciling with the day-to-day iao ithtkai |inililri-- afeicb confront every rapezrisur. It U only fair to tbe mdMdsal who it pitted h a prafifWi which requites itadenhip and teaching. So- pgihiofl It largely a teaching job. If oy employee is an wpntariot TOttad exaaiy alike Bade the aaaac dimtfnfri, wiper- vsoo would be relatively easy, hot they don't. Fsyteologtos tdl at that tveryooc b dif ferent <* the only oee of hh kind, and that, equal to onr peed for .food it oar need to have (hi fact recognised by others, and par ticularly by those for whom we work- There fore, it b important that atopervitcr be well ** in how to aiae op hit sea, analyse ie diloeoea, amiripere their resetio-- to hh diigiin. tod pht hit approaches ac cordingly. WhnMif > mmiur Sa sot Widteri with the quality of the pcrfonuaace of the men bit direct jmiaUara, he had bteter tote to the j'-j--m of Me own quali ties; b> be Jmi"m eiiw to lean mere and mere of the art and science of dealing with people. You ctn generally pt|e the alike of the teat by tbe performance of hit Daring the tale war. two minion fiwonm WCCC iwt --1 Mflitnw wt --bat in wnnsgt*^ &MS and women. Having learned that, they iruvrssnl prodao tion from q to 500 per cent. The purpose of a doctor's examination of a patient it todetermine the underlying came, or matte of the patient's Atom Wo wookbrt think Tcry highly of a dorter who made a practice of prescribing --diet without tak> ing tbb piwMtiwt. In a like manner. U It Inz- iW the supcivfaor oodadtod, tbe underlying nrwpi of employee grievances in order to do an hufiigmt job of tMnHlinfl men. Usually a grievance it an opportunity. Wbcw tbe cause of tbe grievance b located, better operating practices arc frequently de veloped. One of the fine and meet Important things to member to human rdatio-- it that the date to be Important it the Mioogm urge is ha--an naraie--ruuagu eves than buugai or sat, and that to 'ywn* thh b to invite trouble. everyone jtmnm far m feeling of pes simal security, aenhwhiha--, idfotea and df-mpco: he want* to be able to compare Hi--rlf with otben an--arl hte without fw4in|| vhaned or cbewtad. riojifcijif iitnu poTh nkm in rrrmf -pin itekate the chief cauacs for employee dhcoo- tent are: i. FhSore to work well done. a. Failure to give credit far ggteiwe y. Failure to eeetect grievances promptly. 4. Mt to fitwitur. 5. Gritkbtog employ-- in franc of ethers. C, Failure to ak iiflnf Ate nptoi--1. 7. Failure to inform, coyhjm of their peogimt. g. Favoritism. dtbo deUbaste or unto* tmtional. eight tkbp if they wane to base good k ttetkaw white thte c We believe that, : healthy I ' mid poy dm a to -- fcip which me known to Ida] to thh fdd. Working conditio-- temld be pswvsded that the Hh Stob hmhh. dignity. and tcll-icipect of the indiihlwl ssnplsye. By all meant. *** toctodm oa-the-job lajuries. dtobatto of 'Employment should be stahaiicd to the greatot gust pwitlc, Tbe organization should pay mlariet aad wags comma-irate with cpriBg and b--i- nos conditions generally. We believe oaployta toonId be glm voice to the opemkra of thetr oofeny throngh wggmlwi sperm. and the em ployee who pceseno a suggestion that b adopted'should be p--* an award equal to the raise of the --ggoafan to bis company. Where at all feasible, we bcMera the as pony should --fat ks fhym to obtaining low-cost hospital, raorihal. xnd mzgkal on. Stoee 1911. the Otuital hat had an excellent hotpkiJ dqsitmtm. It it operated by a board of awnagrra on which later and management am equally iifn.--i. We think low-cost grasp hie, health, and accident *---- should be made available to employees through thte company. It wonld not be reasonable to expect good Railroad Section 17 ts organization to white t It indifferent to safety. Tb-- hr, tbe Illinois Central hat oaployed three Methods of schooling officers and key supers ferns to the application of pcydsology ts superibioo. We -made our first exportant with thit early in tqg*. We pwertewl a seise of 5s pamphlets doeltog with superihnry jsnlili im and mailed them periodically SO 9-- of owr key men. We doubt that much' benefit resulted from thb toidal attempt to give a comm to the principles of toporUoa by mat? However, it it ttiuiy that had the amm of them drailan been discuncd by our sqiisiteiu to group conference; tbe benefi* thestfiam would have been considerable. what was going on bit own imme* diate suiToandiiqp. Our president's bulletin to all employee*, entitled` Thing* to Talk About," was designed to tech of these conditions to let U)li on the railroad know that informed disc os of the com- pany** bustom had tee authority and to grra of higher 1--e things to talk about. These famed every month for the past yors, have dealt at ooe time er with almost every phase of the rase. >complex business of tbe railroad, aad they 1aw been tbe fore nznocr of a whole tssto ef develop--cots in the sharing of vridfe the menbes* of tee nttoois hi 190. we began experimenting with the grnnp rrmfiirmii method, and it hat proven <pbe otbfamy, Approximaicly 400 super visor* me presently enroCct They use budh wfeadb the company purchases from- the Xmtoml Fore--cuh Institute. The super*tows am ffivided toco groups that number from to ip They meet fortnightly and the --re* rwm about two years. O-- tend and btnt plan for training su pervimm to the prtodpks of supcnrtsioa was atepaed to 1945. Hus far, we have sent apfs--lnaSLl| tarn officea and key supervisors to school whme they have received $ hours' tomrnotosa Cram peyteolo^stt on the teatetog asfi of seven laigi onivcnkkt on bow toaypfy pathology to supcrvWen. The primmy i--ipost of tbb coarse It to develop the mparimrb todiviteal powmlity, and -- amke the supervisor more cootdout o< tbe hsmna dnauti that souse be conridcrcd to mnmhhqg others to order to improve job ***Ubte js-- tekiewey, aad make bis job easier and more pleasant. We have am doctod dams at so points on onr railroad. The average autdlment to a daw k *9. The company pays the tuitloa. As employee wants to fed that he b part of the enteiprhej tberefiwe, it is important that workers be kept folly informed on company puMcks. psobiemt, picepoos, and tonw We bdStei that if our people are given fecte tbcfr eoodmioua will be sane. Employees should be prusldul with oppoctunlria for self-develop--esc tech -- to their education and their itiBa. for arous ing and maintaining employee teams. Initia tive, energy, and irnth--Isim should be de vcloped and employed. We are cooperating with one of the state unlverritics on our line to an oeperiment in adult edacatkm is white tnonbera of tbe naivenity tcaddog waff give snefa of our cm,'pkryccs to the test tesrteory -- may elect to take advantage of it. a ts-bour coarse to . Fubiic Rcfiriou* and Bnww Organization. This comae fa open to all employee*. Some of the prindpsl subjects are: What tbe employee wants out of life: theemployeekreqxMtdblUtia to hk family, his job, his onion and to society; desirable paxml traits, skills, knowledge, understandings and conduct; useful job practices; bow the individual leans; how partnerships and cor porations are farmed and their sources of capital; the general sructuze of `tee Illinots Central, its origin, bow it fa regulated by laws, its sources of capital, why it needs money, material, and mm. tbe balancing of its cap* Ital structure, how it distributes its income, tbe amount of taxes it pays; tbe prices necesary to produce a profit; tbe necessity for profit*: tbe equity of scockteldar, the pan the employee can play to bettering the IBinofa Central's tdatioos wkh the public; tbe re wards of courtoy, **d so on. yean ago. It was almoec in to gts the average nSnad **w. to fm thie one wm fear of altktam bom a for mytog the wrong thing: the often a late of tnfc--attou as to Employ-- reaction to this course ton been excellent. Tbus far, over 5-- of the pasw>ncl have' completed it. EzuoQiaents have in cluded every dawiflotion found upon our payroll. To me, this is a definite indication that workers do warn tolocmatian about their 18 35th National Safety Congress, 1947 company. Hus oonfau the informtioc pibend in >945 by the Opinion Research Corporation foe the foihny A|(. The Illinote Central ndn the university to carry expense incident to conducting tbe comae. We hope to expand the plan, and believe a greater pernrorage of the personnel will en roll as the plan become better known. We bare been rifanuriug the development of the personnel already in oar service. A discussion of thfa sabjfex would not be com plete without some usuMnition baig given to the selection of new employees. Many of our troubles at prnm are due to poor stieslion which was made in the past, A higher standard of entrance requirements should be adberod-fo, and tests which will measure intdligna and aptitudes should be used in ascertaining an applicant's qualifications. These tots will enable those responsible to place men In week to which they are best adapted and will keep end--IrsMrs out of service. We believe that, so far as feasible. employee* boold be wrignort to the type of work ben suited so thrfr nUffifCMC sod qsiMdo. thas distasting the fnMxatimi to the on- plnyee. and the naedkm expense So the em ployer, that usually msk from iopoget placetire, A highly isuttgut hMdn] amigned to humdrum, sm atstiw work is likely to become an unhappy employee and a poccnrial trouble-maker. It a fitorlu bad to assign an employee to wash thee Is Uwod hn inttiUgenc*. In tbh connection, Dr. Afoest Waheu. an eminent industrial pytkebpe, idb m that no naan who calls *-!ir a reanagsr, a super* ifiUadat, a foreman, or a peuomri nfcir can justify fiflute to dacofO cuimiiw tbai exfat in bis owm farms and to dutlcp these aptitudes.Into profitable abilities. WEDNESDAY AFTERNOON SESSION October 8, 1947 Presiding: C. M. BOWLING, Supt. of Safety, Louisville It Nasbxille Ballroad Company Train AccMwii and Train Strrkfi Acddadi Bjr R. CL WHITE . Chief Operating Officer, Mtomxsri Pacific *z----- ; to qooc* statMka. We are aU e lave bad train aoddenis and we have bed train service accidents. One o maay. To not have seti- las, s nflnud be operated safety, be operated nldy. To aied by safe, si. A thoughtful man cam. by become the best nfaty "device." Wby> Boraos* be is endowed by the Cram with cym to see; ears to bean month to speak: bends and arms, feet and kgs to aa. plos a God-given thinking ip pnratus oe top at hb shoulders 10 study and plan, in the dfaxxxlog of these various appur- safety an Bor men to bei be caugbr and paiticubity as to the detafl. Interest, yes, en- tk'Hivity* unm be created and im bedded in the mind of the iodfriduai--to- excel; iime to, and amahkntfog far, bis fettow-wacker, bis fomSy and bis railroad. He must be txngto ao lass whet to do, how and when w do it, and am ef aB. appreciate H>y he CinnVt do h. With ode men. a nikesd devoid f any mfrfm>bii safety appliances nd rjl| be operated safety. One of our sgcriuoksti, lu Us report of a safety uwilsg, locladod an kern about a uu wba iqneted a light m a rsal chore nor iuiuiaf at This supczisundcu ms .reminded that this was an ""tfiekacy item". net a safdy bos. While it would take a little mere time to do the job safety in the dark, if the man sue a safe ma edocaled -to do his wosk mfdy, he would safety lu the daVk as weffi as vrith tight, nsQ the tigb* could be tqnhtd An iSegoidcnd view aa to the came of 1 beard not long ago. Railroad Section 19 U was to the effea that "the accident was earned by a fog so done the engine crew could not me the block signals." Train acci dents occur to fogs, but fogs do not cause train aedakuss. A sake crew will function a* 0W7 to the dark. In a fog or to bod weatiw, as k faaetkms is daylight and dear weathm, the only dfSscenee being that it takes a little toifo lo do the job under "log" con ditions. The tracking and tnhriag factor in mfety it a continuing trek. Daily onground instraction. itrrasrausriiin aad supexvtooa b imperative. Wkbeut mfe ascs, made so by teadting and training. a radioed will sot asd onset be op gated safety, regardkss of aB the kaosa mechanical safety devioa -- air btku, block signals or whatever these de sks may be. The plm of week of a sale sees in train and engine servku b the book of rales.. It is the blue pin which is always on the trestleboard of a safe works. There -fa much thoogbt and assay important details between the best and bade covers at the book. It b not theory ban a working pUs, the essence of acrunmlsted thought of pnukal and ex perienced railroad nes foe many yean. It can amtrairty be said Co be the result of. the application of common sense and good judg ment.' based on experience. But the thought, contatoed to the book of rain will be me lon, if b b allowed 10 remain "embalmed to weeds" in the beak. "The sale mn will open the hook. wady, sn'mlhte and learn in requirement*. He will being to life the thought therein and auk action to the weeds by appliesisos to his drily tasks. If we canid hand the book of rules to a man. tell hire to stndy in requirements, then " to trial the rule* require, the task would be simple. But it is sot as easy as that. As wc need teachers to teach and train students in trbooh to learn from text-books, so we must hare teachers to teach and train the mot on a railroad to know what to do nnitw (be les, before they can become sate metaben of a team. Every direr or supervisor on a railroad division is a "*** and must un derstand tint teachiof and training are his obligation u> his fcllowmaa ** his railroad. Rules -which arc not uniformly complied with and axe not enfateqi, have ceased to be to the iotae* ef safety and should be termed hxratd safes. I tsaB several train aeddest re peats of the --u ft--mm.,, Commission, in which the testimony developed that it had become common practice to violate certain rules, if not with the expressed consent, then the implied consent of the supervisory officers. I refer specifically to the acceptance of verbal information as time on first-dast trains within yard limits la lieu of time in the time-table oe a train order, and in lieu of the only authorised substitute for such time, namely, adequate flag protection. I also refer to fail ure to move at rcttricted speed within yard limits becoming a common practice without correction, therefore, with implied consent of supervisory ofitm. I can mention other rales bat this reference will soface to em phasise knowing and cheerfully complying. Therefore, the teathing and training, how ever thorough, will be expended in vain nntom vre follow through vrith constant on ground supei listen, including well-planned surprise tests. One of the most destructive - elements to the mfe operation of a railroad i* the tolerance of rale violations by a super visory officer Instead of immediate corrective action. To me or know of a rule violation without doing anything to correct it voids the uicfulnsss of the officer involved. The man he supervises lose raptu lor him when he fails 10 supervise. It is not the fim mistake that a man to train and engine service makes that usually noses an accident; it is the de velopment. by continued frihnra to comply, often unnoticed by sopmtony officer*, that finally leads to dfaastra. . A prominent military officer fare said: "There are three baric Ingredients to every organization, nuhtasy or dfOair they are-- Leadership, Discipline and Morale." Leader ship bn a railroad'starts with the tap rank ing oSeer of that railroad and mntiwia down to the supervisor* d karanas. That lead ership must be such re witl Inspire ig -- tain "esprit de corpa"-a spirit of eonnttem dcrotedom or support nwg nwanbas of the organization"-comradeship. That lead ership, must motivate the thought. "Do un to other* as you would have otben do unto you." That leadership mug recognize the importance ef rules, the necessity to team play that all {members of the ream) know and know alike the rales; that ignorance or infraction invito penalty--acdklrot, penonal injury and propet ty damage. Leadership should be ever mindful of the fact that mice are read* to be observed and not to be broken; that it fa as bad practice 20 35th National Safety Congress, 1947 to be `'blind" to a Tioiukn of even a minor rule a* it h for ibe amt vital rule to be flagrantly violated, tbe man insignificant rule in tbe book may forthwith broom an important rule if k> violation causes an acci dent. fibc, dingnabte and ooKrimet'disas the man personally. Whoa a man dees a praiseworthy tiring praise him in tbe pm erne of bh Idkis fjJiiju When he docs a blameworthy thing, take him to one side and talk to him alone. Attention to detaib it one of the most im trous accident* have their begbutiag < rule laxity. ' That leadership most appreciate that bush punishment lor a rule violatkro may in some run hare an elect opposite to that desired, in other cases, stemam and firmness are both neceaary and desirable, ft b a bo that at times oo a railroad. aaemuBt of demerits or t b made ior the viofaiioa of a portant futon in peaseining arridcaw. Ever* detail is important. No detail is unimportant. A safe man luaw the detafla. The supervisor or lather, in bringing about a "working knowledge and proper undentt^ng" of the rules, enact gfvw a dmflri piaiuv-wmove any question; then Is no room fer doubt if a play is to be property, dfirimtly and safely caecnted. rule which has caused an accident, when probably a previous viobtioa of the same role by the one crew not famMng an acci dent, has pamed tmaotteed by the supervisory One of tbe mem dertmos codldom that has occurred in years, in which shoot ' 70 person were killed, could hm boro pre vented if tbe Seem had remembered the cdker. tio railroad son be nk without diedpilot. Tbe shortened dictionary definition of disci pllne is divided into three progressive pans: Fine.--teaching and training? second.--cheer ful obedience; third,--chastisement or punish ment. If teaching and training have been thorough and if competent leadership has breagbt about that "esprit de corps" to effect cheerful compliance with tbe roles,--the third phase of tbe definition--'"chastisement or pun ishment." mO seldom be invoked. The term "morale" can be underwritten as meaning, "Tun play and cooperation" between members of the team. The leader must, have respect for bis men, if tbe men are to have respect for tbef leader. The leader must know his profusion and the de tails of tbe wort. He must be fair, considerate and patiros, fea firm. The men study their leaden aa usd as the leaders study tbe detail to take the pmnflrd flagging equip ment with, him vkm he went out to flag "ahead," He took a ted tentera and 00c fusee, with no torpedoes. He fell down ad broke tbe only fasac be had, tried to stop the oncoming train wfch fab rod kmtern, which omld.aoc be sen between tm burn ing headlight, if be had taka torpedoes and pisced than a mfedeut dhtancc, had taken fasces and used them properly, the soddat would oot have ocussred. The engineer tilled in bis duty aa a "optato" when he did not see that the ftigiate was property equipped to perform his duty. A serious mOirina of a passenger train with a freight train occurred became the engineer of the pamengcr train overlooked the meeting point. It could have been avoided had membos of tbe crew of tbe passenger train hero familiar with location of emergency rains in the passenger can. This crew overlooked the sen. Tbe leader souse play wo fevoritoc He important detail of locating, the emergency must inspire interest of the men in their valves before leaving tbe terminal. vut, Hn mb <** be suuaufiil otV-- To my mind, the most important factor in he bos constant daily contact with tbe men preventing train aeddesus is "team play" be on the job and holds fuqiuut riau and rules tween ncnboi of the crew: this hdudo meetings with the ata. coQsSdenriou for the other Cdlow. The brake- to them meetings, he should by local, personal approach inspire quertJons as to the application of certain roles to certain man or fireman who doea not call attention of the conductor or engineer to mmtieg pobus. waiting points, supoior txahn to be deated tool conditions and In this nay put over his fnimsc Interest in their individual -and coHeetfve welfare. When a job of work is wdl done, he should commend the men for U. When handling a man's shortcomings try to make him ancViund Oat it is the of or to apparent rale viotatioacdocs not ap preciate hh obligatiots to Us feBow-woefccss; and. muwndy, if engineer! and oofodon do not teach and require their brslrmrn and firemen to do these things, they do net appreciate thdr reapomlbility eMiptlw fense whkb yen arc condemning, rather than aa "captaina" of their txmtaa. Railroad Section 21 A train or engine on the main track within yard limits, working under the protection of Rule 9}--without a flag oat against second and Inferior dam trains, extra trains and yard rogfasra, wom be protected by such trains moving at imtrfatod speed. To say it another way, the crews 00 such trains entgiag yard limbs mute have consideration for their ieDow-wnckcre ra trains and engines occupy, tog the Burin track within yard limits and protect them by moving at restricted speed as the rale sequins. Tbe fafson who pa back to protect the rear of his train it net only protecting Us own train but is protecting Ida fidlow-worken on the engine of the approaching train. A sideswipe recently in a yard, is which both cngw woe backing tap. Aa engine backlog slowly out of a track onto a lead track, pulling 18 can, sfafcnrfpad a light engine backing in the opposite direction on the lead track. The crew of the light en gine had fined the switch against tbe en gine polling >8 eats but had not had an andemanding with the other crew before taking the switch away trout them, Tbe engine crew 00 neither engine was looting backward in the direction of its movement. This accident was earned by a lack of tesa play between members of two crews and between members of cadi crew. Oficen and portson can make no mis take by emphasising the importance of team play,--arnddraaijou for the ocher W-' low, inducting the rcspotaflrility of the con ductor and cngiaocT as captains. Whcoewr there is mote thsw om man fwiploysd to do a job, there must be a cap tain. If the section foreman sends two men to do a job, be should delegate 00c at than as the captain. The conductor sod engineer are captains. Tbis principle is tied up with proper tram play. 'When men 00 the railroad, through teach ing and training, have a proper understand ing and working knowledge of the rales and appreciate tbtir obligation to their fclkrwworkers and understand and appreciate the Importance of team play, train aeddents, such aa I have briefly described, will not occur* for the purpose of reporting aeddents, the totoicate Ccentncree Cotnmisthm has defined "Train Service Aeddents" as. "Aeddents aris ing to coojunction with the operation or movement of trains, locomotives or can that resolt in casualties to persons, but not to damage to equipment or other railroad prop erty in raocm of $15000." Tbe principles whkb I have eadeavored to explain concern ing employee ifltdoo, leidcnhip, supervi' sioo, teaching and training, cooperation and tram play, therefore, apply to train service in tbe not manner as they apply to train accidents. To bring out this point, 1 wiD die one specific instance. A or inspector working to a small yard where there was a yard engine employed, went between can for the purpose of coupling the air hose and while thus en gaged, was badly injured by movement of the can by tbe yard engine. This inspector had gone between tbe on without bring a proper understanding with the crew of the yard engine performing the work and without thdr knowledge, thereby jeopardizing his own personal afity, Had this inspector coopera tively established hirrwrif as a member of the yard crew, and had be arrived at a proper understanding with hia teammates as to moves that were to be made, this train service acci dent could not have occurred. Train and Train Smlct Accidents (Panal SineamSoai) Dammam Imitr -I. L Doomn, lapu Safe ty Zhyt,` the Atefcfara. Topeka k Santa Be Railway System. Aiffctoalff T. H. CkMKHT. tope, of Safety, The Pennsyhsaia Railroad Co. M. M. bun, tope.The Aitfetom,Topeka Jk Wants Ra Railway Spun A. A. Lows. Sopc of Safety, Southern Pa cific Co. O. t~ Mumxobo, tope of Safety* New York Central Syrtcm J. J. OToou. General tope of Terminal*, Chicago, MQwaakec Sc Paul h padfic ftibad Co. W. J. Pacta Dtokt Safety Agent, Caaadtau Pad&e Railway Co* 22 35th National Safety Congress, 1947 A. S. Pmsa. System Rules Examiner, mi nors Central Railroad Co. L. W. Pownx. Acting Supt., Southern Rut* ns Dtv,, The Atchison, Topeka ft Santa Fe Railway System. CHAIRMAN . L DUGGAN: 1 believe the paod k snStiemly diversified that they will be able to answer any problem that tromiln Cron the Boor, I was pextieularly pleased to hear Mr. White say that the rule book waa the Wbte, or the blue print, far the guidance of cm* ployees, and I was mom pleased to bear him ny that tf the information therein was left la the book, it was of no value. Yoo orsnoc permit employees to become rule pickers, d by ""rule ptekos** 1 mean permitting them to choose which rule they wffl comply with. A trainmaster or a super visory officer who ays, "Well, be was going a little bit Cut coming into yard limits that time. I am suns he didn't, mean to do- ll*f-- and winks his eye at that rule violation, sets us a situation where, in the fatter experience of that particular employee, be wilt come Into the yard just a little bit Caster and meet with an unfortunate accident. Now, Mr. Callahan, of the Pullman Com pany, is concerned about the protection of his swlcn when working under and about mins. MR. CALLAHAN: Our problem not only umtatn the Pullman Company but ail tbe railroads in this* country as well, I think. It has to do with the protection of employees at railroad stations. Today, all of you meo know that we have more apparatus under not only Pullman can, but railroad cars as well, than we have ever had before--air-con ditioning apparatus and everything else. It is almost impossible for a man who has to work under a cu to get out safely if be hasn't very much time to get out. He can't very well roll out today, as be used to. I spent a good many years in- the yard department of tbe Pullman Company. I had charge of tbe maintenance of oor can alt over *** country for about twelve yean, and 1 base seen a lot of it. I kaow-that on every nihoad there is a rule and regulation of some kind to govern whether or not a man can go under a car In a station. A day docent go by that it hot neccamry for either our or a railmaul man to get under a or to hurriedly replace a belt or do some other job. From my observation, 1 dost believe tint men working under can arc properly protected in all station*. Recently, at one of the largest terminals in the country, we had one of our electricians under a car doing a job. A railroad in spector was standing aloopdde the car. acting n a watchman. Although he hadn't com pleted hi* job, be found it necessary to get out from under that ear to look for Us part' ncr for some help. As be was getting out, the train started out of the station. He very narrowly escaped serious injury or death. 1 feel we should have a uniform s of protection fee employees that have to work under cam. Seme of our men are getting fidgety about k, and we have bmrd quke a bit about k from our employees. On some roads, fas some uathma. what 1 omtidcr to be about tbe beat practice Is be ing followed hi this way. They have a small blue burner bung on the throttle in tbe locomotive, and another termer that is at tached to tbe draw bar of tbe rai car. Tbe *-----------is net umiwd from the throttle or tbe rear car until tbe man Mmsrff notifies tbe engineer tfanc be is out hum ureter the or. I womU Ms sn see aemethinf along these Unas need So aflrod the slanl prottoJon for the men this am engaged In work under the care. CHAIRMAN DUGGAN: I would lit* to bar* Mr. Kilim give bis undemanding of v)ai praUUko a* provided. MR. K1LLEN: It seems to be general on all railroads tfant there is seam farm of pro tection provided the employees as outlined by Mr. bot Cram his temeiks it appears tine k is simply a question of the i nfiwrsmiei of the rule* tint might be in ea the particular railroad. So far m the Santa Fe Railroad k con- ad such movements arc protected by a bbw dag or light an hc*b ends of tbe train. We foot put them on the throttle. We pet them oo the boot end of the loco motive, aad on the rear of tbe rear car in the train. At many points where thaw are a number of diluuit clarification of em ployees working oa tbe equipment, each dam is usporrihlc for placing their own pro-, tcction. There may be a number of tbe blue hennas or tights dfapbyed on e particular train, therefore, but ads dam of-employees arc protecting rbrmarlm and they are per mitted U> remove odv tbe banner that they Railroad Section 23 place there for thdr particular classification, and in so tnmanca is a train permitted to depart amil all mdi barmen, if there be more than one; have been removed. Thb, of course, applies at points where trains are normally serviced. We operate thrrigh one terminal, that does not provide that particular type of protection, but pro tection is sfonkd equally as well by having the car inspector wbo finally delivers the air brake deannee card to the conductor and cagiDeman to personally be responsible to see that aQ dames of employees have finished tbelr duties and are dear aad flee of the train. I can't imagine any more mfeguard* that might be thrown around the operation at points where trains are normally serviced. If servicing of any nature heroines neccamry at an intermediate point where such work is not normally dotx, then our practice is to arrive at a common understanding with the train and engine crew. In thb case tbe min b not moved until the work has been com pleted and tbe person making the request has personally OJL'd the release of tbe train. 1 sac no objection to putting a banner of some kind on tbe throttle, but I doubt if we would find it nrrnmijr An *wgfn--nan b not permitted to move until' the banner, wher ever it b located, bat been entirely removed bum tbe train. MR. CALLAHAN: 1 still would like to see tbe banner bung oo the throttle. MR. EAGAN (New Haven): May 1 anrev that queries? We will assume that you stop a deem or fifteen trains at Omaha, for example, oo your raBrood. That b tbe prac tice every day.' Yea are going to change engines there. What would you do in that particular drauwtance? MR. KITTEN: ]f k b necessary to service the tain and detach tbe engine, the servicing any be done slur the engine has been de tached, but the opeistio- vffl be protected by a bbse Sag, under - rotes, while tbe engine is away. Then, before tbe engine can be attached So tbe train, the personnel will hove to be moved in tbe dear, tbe banner moved, tbe engine attached, and Sag at tached to the Incnmotire. MR. EAGAN: I still don't think that we inewered Mr. CsQabanb question. He is ask ing tbe queries of aQ railroads. What pro tection Is afforded (a ear or eketrtetam wbo are working under cats in stations? I don't know wbo pots this blue Bag up in tbe cab of tbe locomotive. I know the car Inspector won't, because 1 think his idea is to protea all mechanics. It might be aQ right on tbe Santa Fe. I am doubtful if it h done on ocher railroads. MR. LOWE: 1 don't know any better rule that can be made than Ride aS. As far as 1 am concerned, I deal chink there is ever a mechanic, a Pullman man or anybody rise, wbo goes uoder one of our airs that can be moved unless it baa tbe bloe Bag on both ends. On many places in tbe yard where there k PuDman equipment, tbe Pullman people pat on a "derail" with thdr own blue Bags, and you can't get it to move if you tried. I wouldn't take a dance with a .nan under a car without a bine flag on it. We also bad inunco of engino on a grade, whoe vomeooe accidently released tbe air, allowed the train to move. We put a padlock on that so that it is impossible, to release the air on the engine. MR. FITTER: Tbe Illinois Centra! method Is identical with the tenia Fe's. The blue Bag Is attached, and only tbe man who puts the Sag up can take U down. I noil last winter we had some trouble on the road with steam leaks at Intermediate points where we stopped our passenger trains. The or man would go to tbe engineer and tell him not to move until he came back and told Um to move. No signal would move that train until tbe car man released it. I don't know that it could be made any safer, and I don't know of any train that was ever moved or draplad into without blue Bag protection. There is a lantern or a flag buog on the engine and on the rear of the train, and anyone under that train would be safe until be west back and took it down. MR. EAGAN: Let me ask yoo this question. There are twcstty-ftve engine* coming into Chicago, and you are going to change en gines every day. Do 1 sndostand that when you take off engine No. i and put on engine No. t, you pat on a blue Bag. and you have five minutes to change? MR. Mliiiu I don't know that that is dooe at alt time*. Tbe car men handle that. They uncouple tbe roginc, it moves away, the engine is coupled on. Bot they are la charge of tbe data white that k being done, which pbces them in charge of the safety of 24 35th National Safety Congress, 1947 anybody that night be around or under that train. MR. CARROW: You wco to raise the question u to the protection provided. Have you covered it oo the New Haven? MIL EAGAN: We have the same at this gentleman who just spoke. The car inspector, of course, tells the engineer. But I am trying to get to Mr. Callahan's question a* to a general role of all railroads as to bow we should handle it. in that respect. As Car as the blue Sag is concerned, we handle it as tSkdenlly on the New Haven as anywhere else, CHAIRMAN DUGGAN: It is my under standing, Mr. Kagan, that Rule tfl is stand* ard and in effect on most major railroads. There mar be some deviation from that rule that is tolerated by management on some railroads and not tolerated by others. Again, we have a man from Canada ben. Let's bear what he has to say. MR. PE5CUD: Gentlemen, the practice in our country and on the Canadian Pacific is very similar to what has, already bocn ex pressed here. We allow the judgment o< the car men to determine to a certain extent, what rules shall govern the work that is to be dooc on the trains,. In the case of an en gine being changed, no work is allowed under the train until the engine has been coupled and the slack taken. Then the necessary work under the train may be taken care of. In answering.tbe other quartans that have gone befaee with regard to removal of the blue Sag. the flag is attached to both end* and is nmoiul only by the mm la charge of the work oo the train. The engineer do not move the engine until the bloe light or blue flag has been removed. MX. MUMFORD: With the immense pas senger tnfic and moltipUdty of connecttons oo our railroad system, we cannot use blue flag proceedon at our passenger stations. Not only do we change engines, but we have connections coaxing in from a bomber of tains which mat be added to the train sometimes OO the bead ad, sometimes m the rear. We tare two rules in our safety rale book. gnxs or can without protectkm. The other says that mes working under or about can most fine look or roe such preamterns os are imiiwi/ in order to insure onykw pso- For through mta i find it posribte to use blue Sag protection. We have the car inspector* tell the engineer on the rood engine not. to move the bead end because some of the men.are to be working under or about tbere- They will then establish a gap Uowm con oo the rear and possibly set the air so that the can on the bead end cannot be moved while the men are working oo them. Meanwhile, switching is going os at the rear sad, can are being added to the train, twitching is being dooc by yard engines. There may be several yard engines involved. And may 2 my that the cases of death and serious Injury we have had ia the last several yean have not been where vre are engaged in this work in through jurongtt train operation, but have rather been at points where we had Rule aS in full opoattoo, and because of failure of men to apply the blue flag signal which they were privileged to use. they were killed or injured. The rules, as pointed oat today, most be lived Op to, in order to insure misty. We fed that if the rales we have mentioned are lived up to, we can have oftty, by com plete tmdcmxadinf. as was smpfenslrad in our operating anal statement. Undentanding is wecoeary, and U you have that com plete understanding between crews and at inspectors, there need be oo accidents. CHAIRMAN DUGGAN: Than are many Mng that yifnsis the railroads in radne- ing acrideots .of aO kinds, both and tritin service. In going over the carom ut train gjyfrfeita, I find that employee negligence leads the list. One of a total of tj^jf train tn spig, fi/rts of the total were Ifatcd as a result of employee negligence, width iadlcatm that we are falling down on the job. Now. the question is. just whet am wo do ing, what are we going to do to scop k? MR. GUERT1N (Canadian Pacific}: On the Canadian Pacific about ninety per cent of our train accidents are dn so the failure of send crew* in yard limits. 1 am wooderfasg, xad we would be very much iatcmccd to knew if Users * assy j*u- denial way of dfideocy testing, within yard Hmita. on the American rood*. That is to my, an yon put up a situation such as tail lights on a cabocae, within yard limits, for the pur pose of cBdeoey totisf? MR. -O'TOOLE: I think tbflre if no set rale that yon can follow. Yon can take off marker lamps and yon can bang up marker Ratiroad Section 25 lamp*. You can do other things, but Rule 95 primarily states that you will move in yard . limits at restricted speed, and restricted speed U prepared to stop short of train or obstruc tion. We oD have terminal oflket* and road of* fleas, and it daunt take a very experienced officer to observe whether or not a * fe operating a locomotive at restricted speed in yard limit*, I sometimes think, as was said bere before, that the terminal officer* are perhaps not as conscientious about the ob servance of the yard limits rules as they shnsld bn, They set up stock schedules and merchandise schedules and they crack the whip and insist that they be maintained when they may not be practical schedules within the yard limits. The yard limit nik soys that the approach signal or dear signal does not dtitnatw the neemrity of running at restricted spend. t Just dont get your qaatioO as to what yo* have in mind specifically, as to when a train might ce might not be under eontroL An engine aright he under control at 15 miles ' an hour in one location hi observing the yard limit rule, amt in another iomrion it might have to more fire miles an hour to observe the yard limit tula. MX. CUERTIN: But how do you test your crews as to the observance of the Ride 93, if you ase fusees? MR. OTOOLX: If you roe fuses you are getting into Rule gfl. Suppose that you bad on a doable track raUrood an engine * fans *5 ov ao can. and cowed a dtwnw u 90 mils an hoar in yard limits. Somebody ought to be thinking of whether sir not that fallow could run 40 miles an boar around the cor ner* and bend* and certain twitches where be might bare to scop and will be running at restricted speed. As an example, you can leave a switch set wrong mod see whether it wouldn't create a condition that was more tanwu,, than the tst. A switch is- a signal and he would be prepared to nop at a twitch that would be improperly sec. Or yon might hare a switch' light that didn't hare a target on it. How would he come up 10 that (witch? If he couldn't see any indication that it was property set. would be go hammering over It at 35 tar 40 mils an hoar? I don't know of any sec rales that we hare ever used. It has been a rule of common re** son In the observance of yard limits. MR. CARROW: Mr. O'Toole, just to clarify the quadon, do you actually pick people up In your procedure? MR. O'TOOLE: 1 bare bad occasion 10 critidac men for not observing Rule 93 by running too fast where they shouldn't be running, or coming by the yard limit board at a speed that was obviously too fast, be* muse there was do switch in the vidnity. Then they brake down perhaps a half or three quartern of a mite beyond the yard limit and get down to reasonable speed. 1 don't think a month gos by on the signal test when somebody isn't called in for some violation of the yard limit rule. MR. CUERT1N: We hare put on a tel Simulatisg fusees or extinguishing a signal, with the result that the fire boy jumped and offered a seme injury, and that < that. 1 was woodering whether or not you had any system in the States here of patting up a fro** or extinguishing a signal, mote desely resembling Jl MR. POWELL: Supervisors must teach. Any time OMR is s laxity of rates and Hm observance of them, it all reverts back to the supervisor. I vmldst ase the test of potting up a pair of markets to Indicate a rear end beause it might cause a man to jump off and possibly another injury would occur. t have made many and many of those yard limit tests, and I caught three or four viola, rioos. Since thro, there have been no more. If you get right down and reach the men what you want them to do. the average American cUteen will do what you want him to do. Tdl him, the rules to him. Explain the boards eonaected with viotatkm of Role 93 in the yard. We have bod place* where trains enter a yard around a curve, and * miming trade is next to a track that invariably has cars on it. You will never find a violation in there places, because we will have long train* that ponibJy the yard crew has to ait and pull in "'taw she rre end wfcfciag m Ire while, and thaw frilows on the following train are quite frequently stopped by there r*r ends. They come down there expecting so find those rear ends. In yards limits one In the country, such as Mr. O'Toole srentiuutJ, our men all uodeimanfl what they are supposed to do, be- 26 35th National Safety Congress, 1947 cause they have been intruded on what to do. 1 don't know whether 1 have found any occasion to criticise anybody on account of failure to obeerve Rule sj. that is. in the tau six or seven yean. Just as Mr. White told you in his paper, it is all teamweek, and the supervisee must be a teacher. Tcfl your oca what you want thcaa to dot I stand around in places where the saa db not open to fed we, with a red Bag in yard fen. Very, very allwi do they ever get up to ae, and si but aocm- aiy to ante aa emergrocy p, dfe. CHAIRMAN IHttCAW: Ai ft-- ofea Mr. Cucctka. afeai yfed Bail MM. > gfe- usually. life fed is fed l fefe fe of our men doing a trick like that, I would Mop i<w dead hi their tracks; 1 wouldn't allow that. MR. ELITE: 1 am aauming the same prac tice is indulged in to some extent oo all railreads. We don't have a rule prohibiting the practice, and I was wondering If these k any other railroad that baa a rule., MX. O'TOOLE: We have no rule oo that point but we tare a rale forbidding unsafe pnokn. and 1 would say that was an unsafe BOL GUZRTIN: The dost rule to that. Ml Chairman, is that raphydi fefe not sa any tint he butwefe ife ranfog boards CKOUIAN DUGGAN: Yon have mfc a m mETBfc As fey tea. We fet DUGGAN: Bfe afaofe yon. ML MMXTI (Northwestern}; 1 might my dnt jfet those tap ago, in the Nocth- hfo mt end hetwotn the two ramilog beaitta. flin^birv} ft mb a reportable injury. CSADLMAN DUGGAN: Mt. Mora. on mff os if they have a raid The 1C kns a yeasty good safety record. ML pfTUft: We have a page of rain in oar mfety rale book mvulug the handling S or to inches the dhs way. and k beta so of brakes and the optntbn of brakes, and me that if yon had two on, two box cars with the U feds pis uni wigcfhrr. a man wpsiM have to jump aoosa a space three fete wide, that praetko k prehfhirnrt MR. DEMPSEY {MDwankoe Rood}: Yoo ofe about employee argHgeacc, and 1 pre- and X don't think that anybody would try some yoo are retailing to tsafa sfritaati. 1 that. Thmo tan*l anything to hold on ta would Ifti to kaxn a little bit about em The "T heard sticks ant ova* the end ployee *gttg--in cpnnerilon with train of the car, and thsrt not a very good thing wt slut sedtafe This pniticnlar table hoe to grab a bold of while you arc making tab show* that tta greatcet aratar of casualties flying uspeae leap from one car to the other. ^"LU f the **i!UwiUMam* column occur I believe it is jtfe a step up to the top in getting on or off cats or onto obetadee. If of the car to go acram to the other car hi there h a gimliniin on the panel who will the * manner, or the way that you are be good enough to ufi us how to keep these supposed to do k. Personally, if 1 saw any wiuhacn and trainmen from turning anklet. Railroad Section 27 and what-have-you, on supposed objects on the ground, or objects on the ground, I think we would all appreciate it very much. CHAIRMAN DUGGAN: 1 am going to give Mr. Mumfoid an opportunity to say what they do oo the New York Central. ML MUMFORD: For your benefit. George, we ay to educate men to look out for ob stacles oo the ground, holes, and m forth. But we haven't yet found a way so rnrafni those Imaginary objects on the ground. CHAIRMAN DUGGAN: Cfe'gL yon angln tdl them bow yen do k. MR. DEMPSEY: X aril yon badly, k ta quite a ywlilin wish un. ft ia nt te Mm the high nue of compensation is paid. In my own province our rate of compensation is per cent of the wage earned by the em ployee; and in our neighboring province of Saskatchewan, it is ioo per cent. I think you can understand some of their problems there, when a man has a chance of getting too per cent compensation and has the nerve io try to fake an injury. So k is something that we must keep ham mering away u. and try to shame the cmpfoyras out of it. if we can. and that's all we cm ta. Thank gnodnevs. we haven't many of that dun. but the lew that we have do CHAIRMAN DUGGAN: Now I am going m ghe yon a cross setting view. Mr. Killen wfe me they ioBew op injuries in some son of a way so avoid dm so-called Cake injury, and 1 would fee SO have Mr. Killen tell you tea he tau on kh dntao. . EDI IN: W dsacoorage Cake --' them up and question- * cktims the injury, and i aB ocher employees I Sfl tfe tee and attempt to point l making the claim, in many r k is obvious chat she chbn I think we ran kstaffy poll the committee for Mr. Garner, and me if that practice prevalent on srrat of them ocher railroads. I believe that we could start with our " from the Canatitin Pacific; and ask what his experience is. ML PESCUXh Gentlemen, I believe we alt seem to have that general trouble with the take injury, and some of them axe bud to break down, in foci, mmse of them are im- paaibls to break down, pmkulsiijr Ima injury, the back strain. Our iBni sen have tried in various ways sometimes to break them down, but to no avail, and there ***--*" to be quite a temptation on the part of some who are so inclined to fake an injury, particularly in our provinces where daiug. however, is net after the employee b hjfed, bet in our group meetings. We caution the employees about being careful *m gating oo sad off rare, and we try to im bue ten with the qririt that they are hurt ing not only rbrnarha but their fellow employera in diverse ways when they are either negligent In their work or when they daim injuries thar do not exist. We appeal to the employee groups to work among themrefvea to discourage injuria of any kind, whether ml or fcwUJ. I believe that our work among employee groups b doing more to zedoce actual and fete injuria than any other single procedure that we have or that we have even beard of. MR. ELSIE: One other question I would ask is this. In approaching a terminal fire men will frequently go back ova- the coal pOe to be in a potation to take water. We all know if the coal pile b very high it b a dangerous proposition. We have had men tan off a coal pile, and I have just been wondering whether any other railroads per mit their men to do that, or whether they have a rale prohibiting their doing It, 28 35th Notional Safety Congress, 1947 MR. PITZER: We have a rule that pro hibits that. The engine must be stopped, the fireman will get down, get up on the lad of the tank, pull the spout around before he opezu the and takas water, MR. POWKLL: We hare a bulletin that reads about the same as your rule. Of count, with our high tanks, some ot the can't get back up there, but oil btmsom out get back up there, and they hare a hand nil, of course. There a always some residual oil on the top. The part that has been duntri off hasn't been ttand down to the bare metal, and it's more or less shppery. Bat we have bulletin instructions that the manhole cover bums not be opened until the waia crane is polled sitoad and In place, and then the crone is not thrown back until it Is timed after the water has been taken. I don't know abont any firemen ever tail ing off a task. MR. ELSTXs Mr. PoweU, 1 wonder i you would be kind enough to give me the bene fit ot that rale me time at your convenience. One of the arguments *g*iwt suds a rate by OUT immf"* bU tWmr you wigh* fig. nrtrnarily delay the train and the employee might suffer mere injury by dimhing down the gangway and ctthhiig op the rear of the tank than by dMIsg orer the coal pile. MR. POWELL: No, sir. We hare had sev eral cases of fatnm into the man hole when be pulled his spooL around, and that rale nos put u> effect, and sinoe U has been in eflat I don't know of any case of a fireman facing injured. MR. CONNOR (B It OV Wc hare a num ber of firemen srfao Call off the unto in the winter-time on tanent of the Ice accumulat ing aba taking water. 1 was wondering whethq- any taSxond has any way of keeping that ks from farming oo top of the tanks. It has -njiewt from time to time *t*> some Mnd of pipes be put around underneath the tank sheet, and 1 am jtut wondering whether or not any nQrcsd does'have any in ** of .preventing ***** ice from forming. MR. PESCUD: The only thing we have is the retain flow to the tank which keeps a certain amount of heat in the tank and does a lot of the ice from the deck of the tank during the winter-time. We bare not had a great deal of trouble with respect to ice with this method. MR POWELL: Our engine is equipped with feed water bmtere that hare the return to conrfcamtc. The muxs in the task is the same. There is no lee fanning oa top of the tank. The tank U full of steam all the time. Wc only have the injeexoa on the ooe side. We uk the feed water pomp. MR. CONNOR: The problem to where you me the injectors- MR. POWELL: If you had injectors, X sup. pose there would be ice formed oo the tanks in the winter-time if there was any overflow. UR CONNOR: Noe necrwirUy overflow. It wmiM be win or mow. MR. rOWEIJU Or ran the tank over. It has been so long since we have, had engines jmt equipped with injeaoia on both sides that I bare never got away from it. But that would solve the problem, if they had a pipe connection beck there. MR. LOWE: Gentlemen, we depend large ly on the* sunshine. However, we do ran through not very heavy snow country, with lots of freezing -..cathcx, and Sfe equip the top of the tenders with this metal stripping, with the holes through it. far a walk-way, the mme as we have oo modern boat can. But to begin with, the oil engine Is always hoc. We keep U at about iffo degrees, and the feed water heater kkk-beck into the tank keeps the tank quite warm. Then we hare a hand-rail, a foot-rail far our atm to brace thdr fees against when they pull or pub oa the rnftrmn. and we are sot gett^g rery many mea evertnud now. ML LEAST (Chicago, West Pullman and Southern Railroad): I would like to know if any of the toff hare any wanting device far mess au the tide of ass where three is m dnttacc You tone your UB tales far mbead specs, but on the tide of can, there it so ware a man on side desrance. CHAIRMAN DUGGAN: Do you hare any. Mr. OTooic, oa tte Milwaukee? MR O'TOOLE: Nothing except to illumi nate thereat night. MR KTfJ.FN: We hare none except on our time-cable potation of close dearaaces at certain points. I hare seta oo other radroods a wanting device atosg the side of the track at dose donats, but the Santa-Fe does net Tmtnfin them. ' ML LEAHY: -You don't know who mode them? MR. KQXEN: I couldn't tcU you. I only saw it in posing over. I believe it was the yioesWU T?o* Co. S3 Shde Sf- ectton 29 Wabmh Railroad that had i noticed, and It was where a track i a viaduct, with rather daee < had a number of apparently I on a post that stood out to < sod 1 mint give him the i MR JOE McNALLY (Wabash)f We do bare the side tcBtaies. They are made of rubber composition. Anybody riding, the tide of a or or an engine will get the- warn ing just the aae as by the telltale overhead. They are a certain distance back front the bridges and plscu lftt that. MR. ELSTE: Do you have them at all dose clearances? MR McNALLY: Yea, sir. CHAIRMAN DUGGAN: In yard tracks and main tracks, both? - MR McNALLY: Not In yard tracks. MR ELSTE: 1 mom panicularty In bourn tracks and intlusulal tracks. MR McNALLY: The only thing we bare there Is a non-clearance sign. We hare those at all pf them. MR DUGGAN: Mr. Mnasfacd mys the tide warnings are nationally advertised, they are a commercial product and can be purchased. MR. CONNOR: I would like to ask whether or not any of you hare had any trouble han dling dressed lumber entente. MR LOWE: That'S a Sixty-four Dollar Question for a railroad that handles soo cars day of a$ per cent grade. We do have a great deal of trouble with it. Wc have worked very doecty with the shippers, and we are ty ing it down. We have partitions and side partitions is between the ends and the start sticks, but at that, it still bothers us. We bad two men killed in recent yeats. one injured ja* a start time ago on account of the lum ber sticking out over the tide of the or. The question is not ooe that we have been able to solve. We can't get any of the box cars, and emi with the gondolas we hare the trouble, and of course in any kind of open cars. Sat cats. A great deal of it is drtmtd In Shan sticks, ia foot lengths, 14 foot lengths, and it is rery hard to handle. MR EILT.TN: Mr. Lowe, are you able to kod them slanting in from each end, elevate the ends, in other words? MR LOWE: Nearly all the lumber now adays is loaded with stripping between and put in with ernam. They load in great sec tions of it, about half the width of the car at a time, and then they strip it and it is level, it is not Our trouble iw is that a great dead of it slips through the center and then strikes out through the holm bctnuii the ends of the TwMwg, and that to what we are attempting to cover now with bulkheads between them. THURSDAY AFTBINOON SESSION October 9, 1947 J*resfcCafi: C. M. BOWLING. SopL of Safety, Loukville It NashriDc Railroad Comnanv Non-Train Accidents By JOHN M. BUDD PraaidflBi. Chicago <xad TiHvwAw Bnilmq^ While the safimy mem tat today probably has its giomus fanpetns in the United Stmts, it is ace confined an tkss nwmery alone. It is tolerating and Imnnuin so note what some foreign amain aae'doing. In 1990 X spent three ssrmtta in Rauia as a masher of a rrenmitiee WniT|lag the mfiroad 'sination in that country. We trawled eairenivtiy. daring those three months and saw titmiffH fills engine honsm and shop*, yaids and other terminal fsriBlm on the nQreadk Wc found the most graphic safety poster* that the world win ever know. As an ex ample, one depicted an employee's head be ing squeezed between the buffers, which are a part of the coupling device 00 the Eu* xopmn raOroeds. The man's tongue and eyes were forced out of his bead, and blood was squirting from different parts of hi* face. As the poster was done in colors, you can well imagine how effective it was. Another one of these posters depicted a line shaft In 30 35th National Safety Congress, 1947 a shop with a big splatter of blood oo the editorially ou railway accidents in Great ceiliog, and a man without one arm lying on the Soon this was also profusely colored. The general conception of safe working con* ditions and practice* on the fttodan tail, roads, however, was as primitive as their peasant huts. The country as a whole bad a long way to go before tbdr safety program would approximate ours. 1 bare not followed up to determine just what has happened in the past seventeen years. In 19(5 and 1944.1 had ooadw to spend several months in North Atria on the railroads of Tunisia, Algeria and Morocco. The operation of these railroads differs greatly from the American system principally be cause of the type of employees handling the trains. For the most pan, tbe engineers, fire men and conductors were rather low-dus Europeans, and tbe brakemen and switchmen were Arabs. 1 recall at least a half dozen Arabs being killed, bat the kas of these lives was of no great moment; It was non of an inconvenience than a tragedy. The un safe praciico which sm prevalent ou those railroads would bonify any of our safety supervisor*. How the operation continued without more serious mishaps is still a mys Britain as reported to the Minister of Trans portation for the year 191k' Tbe Briririi phraseology b interesting bat I believe (- dctstandable. The comment brings ass the fact that while there has been an hqsw*' mem in afety, the teewd is not yet sMtfcdactory. and this is attributable to the *tnomaiog arrears of w*tnnnatuvr both of track and rolling stock, which have scmmulnad tins the autumn of 1959." Quoting further bn the editorial, it is interesting M neon the conclusions reached by tbe Chief Impacting Officer concerning deaths of employees "woehieg, walking and standing on the per manent way." "The Chief Inspecting Office* espee--s tbe hope that action bring taken by the , railways win correct this (noddsa). though the prospect of sofananrial im provement lies mainly in the exercise of greater Individual caution. Moreover, sta tistics show that besides the comfckarihie changes in personnel, which were pciImps partly responsible, a number of easoahfaa occurred amongst men of keg epoiaxs." The same condition certainly ezisci In the United Sutra today. tery to rae. While the use of air brakes on In looking back over the pad. ix k encour freight trains was nonexistent, grades up to aging to find a splendid record of man two and one-half percent were encountered. pUshmcnt on tbe railroads in this cx--ixy. The number of hand brakes required by the operating rules was very small; even on the heariot grades H ran to only about one or in every five. While this has its effect on train accidents it serves to illnitrate the gen eral conditions prevailing in that area. Inci There was a very great reduction ia casual- lira, both in number and in the rue per mfllkm man bouts, from 1903 to 1940. Tbe war period brought on a reversal of the tread, but the record is showing a derided improvement since hnttilUka ceased,' dentally, tbe American troops used to assist ` What has brought about this markable in tbe operation were not seasoned railroad reduction in accidents and what can be done employees. Many boys with experience up to toward making our record even better? Our possibly six months as firemen in the United line of reasoning, putsafety program, and our States were required to operate as locotoo" remits seexa to reach far beyond what our live engineer*. They had a bad habit of Up. neighbors in Russia and North Africa have ping over the tope of hills too fast and attaining too high a rate of speed before done. Many trainmen still carry a mating fingra as a badge of tbcfo service in the old calling for biako. In several instances thee link-and-pia days. No mote attention was was no response from tbe Arabs and in any gina to tbe loss of a finger is those days event, the small number of brakes in the than to tbe death of an Arab in North Africa ain was ineffective. You on easily picture at the present rinse. Xt was aa incoavcnknce. the results of such a combination. Gradually more progressive and humanitarian Our relationship With British railway troops in North Africa indicated that in Oust Britain tbe safety-movement is of great im portance. MODERN TRANSPORT, a maga zine covering news of transportation agencies, in its issue of August tj, 1947, momenta railroad iiinisgcmrnn irvotaticaixtd ideas on operation and made their employees safety ansdow, This was not as easy task. Safety departments sm set tsp and pro- grama were undertaken to determine the salat methoda of performing work and teach Railroad Section 31 ing apieyre* them methods. Interest genesafiy scarred at the top and filtered its way down through the *- In the old days of the hard-driring forramn, it was with diKcnfcy time the ideas of lUawbcsaa were desfti The safety noiunat was very effec tive. however, after it gee under way, and rapid strides were made in the late twenties and thirties. The railroads came out of tbe First World War m tcsnrwhat the same condition that the Reitisb railways now find themselves; they bad arms ha the mainimuoce of both tnd and tnTBng stock which had 1ecumedaltd far tome time. An era of prosperity brought oa a heavy volume of freight tnlc, whffe higher naps and competition from cchse foam of transportation made larger an amd heavier and faster kxoraothe nccesney. A betaer track stiutnue, improved modern track can of today. Even this equip ment has Its limitations, however, and some railroads are now transporting their M, of W. h S. employees on the highway* to the greatem extent possible. The men are car ried to ad from work in buses or trucks, and h*n>ik involved in movement over railroad tracks are changing to these ot highway*. A* danguuui as oar highways are, I firmly be lieve that pare safety is offered by this change. Wb3e tbae are still thousands of mite of railroads which are nffliPt*inwl prin cipally by section gangs to charge of a rela tively small piece of track, there are an ever increasing number of sdn maintained prin cipally by Boating pngs, and the trend in this dhmka Is gaining in tempo. The larger gangs lend tendm way readily to move ment by foage bwsa and the opportunity for act minsIs had to be added. FeBy as hapearone n tiW pfaysiol dmpi was a training program for the employees. Tbe whole oper ating and maintenance proodsire had to be oinknlti and the tamo ptntcnd had to be taught re me new tools la new ways re pradsce betam nwifci Tte program wnt nude move difficult when the bubble bone and the cannery wan blown tore the pntet when Worid War U threw aa afcmac ant*- Sifaty 1 the | up to this t 1 as train 1 train ursine : have aa a parnhnhj the foci that they a 1 in a pant 1 speeds and heavier a dLfiuuu type of track maindays. Greater refine- senary and tools have been deqpfify tee problems, although noc been fully covered by any The U Ns s bond shovel bat been by mwfiiHtnl tampers, lnnumcr- are now available, jtnpm. wall pouCT shovels a treads), weed hmxn, electric welder* are fos. Bridge mm have, air drills, a. esnersta mizas and suacr- ndraakal tools. New conditions the qniBty of new men hired to nr tack and bridge work. Great difficulty w owwmhI ia tapfoinf tte type el 1 sfon was facmnly menot to live in an la or and make tfcfo hss home. Our stand1 t Mwg have hgptrrcd. to aa extent nmfit uq roc getting to be just a a n cat ud rieep bramass week-end*. 1 can themsefvea have been greatly inad. bat they are no longer considered nods which mm work aa tee jobs. Not many yssis ago. rednn pumped their way aares a railroad on a tend car. Gradually, the old hand pump was nfihati by a erode gxaoUne engine of acme kbxL This was refined until we developed the I ihrsdsa. ia the amiotenance of rolling saack proa nsidcs have been made in main-tonane pnnim and the equipment for cutying ant tin work. The roQhsg stock itself tea nndagma a considerable change. The ralheafo ware able accomplish things dur ing tbe post war that they themselves did not believe possible. Locomotive runs were ex tended by improving the lubrication, tbe 30 35th National Safety Congress, 1947 a shop with a big splatter of blood on the ceiling, and a man without one arm lying on the Soon this was also profusely colored. The general conception of nit working con* ditions and practices on the Russian rail* rads, however, was as primitive as their peasant huts. The country as a whole had a long way io go before their safety program would approximate ours. 1 have not followed up to determine just what has happened in the past seventeen yean. In 1943 and 1944, 1 had occasion to spend several months in North Africa on the rail* roads of Tunisia. Algesia and Morocco. The operation of these railroads differs greatly from the American system principally be cause of the type of employees handling the trains. For the most port, the engineers, fire men and conduciors were rather low-dm Europeans, and the brahemco and switchmen were Arabs. I recall at least a half doccn Arabs being killed, but the lam of these lives was of no great moment: it was more of an inconvenience than a tragedy. The un safe practico which were prevalent on those railroads would horrify any of our safety supervisors. How the operation continued without more serious mishaps is still a mys tery to me. While the at of air brakes 00 freight trains was nonexistent, grades up to two and ooc-half percent were encountered. The number of hand brakes required by the operating rules was voy small; even ou the haviot grades ft ran to only about one car in every five. While this has its effect on train imd*"** U servo to illustrate the geoera! conditions prevailing in that area. Inci dentally, the American troops used to assist in the operation were not seasoned railroad employees. Many hoys with experience up to possibly six months as firemen in the United States were required to operate as locomo tive engineers. They had a bad habit of tip ping over the tops of hills too fast and attaining too high a rate of speed before railing for brakes. In several fmramrs there was no response- from the Arabs and In any event, the small number of brakes in the train was ineffective. You can easily picture the results of such a combination. Our relationship with British railway troops in North Africa indicated that in Great Britain the safely-movement is of gzeat im portance. MODERN TRANSPORT. * magatinc covering; news of transportation agencies, in its issue of August *3. 15*47, comments editorially oa railway accidents in Great Britain as reposted to the Minister of Trans portstiou for the year *946. The British phraseology ft interesting, but I believe on- dnstandabl& The comment brings out the fso tint while there has been an improve ment in nfery, the record is not yes satisfac tory, and this is attributable to the "increas ing arrears of maintenance, both of track and rolling stock, which haw accumulated rincc the autumn of igif." Quoting births' from the editorial. It is interesting to not* the condutioos reached by the Chief Inspecting Offics *wwvwiing d>aiw of employees "working, walking and standing on the per manent way." "The Chief Inspecting Oflfcer expraucs the hope that action bring takes by the railways win correct tb (condition), though tbe pKwpect of substantial im provement lies mainly in the exercise of grater Individual caution. Moreover, sta tistics show that besides tbe considerable changes in posonoe), which were perhaps partly a number of casualties .... ....--I amongst men of long experider,** The same condition certainly exists in the United States today. la bad owe the past, it is cncunr- agirag to *"* s splendid record of accora- plbfameut 00 tbe railroads in this country. There was a very great redration in casual ties. both in and in the rate per -ns- asan hours, fares 19x3 to 1940. The war period brought ou a reversal of the tread, but the tetrad is showing a derided iiapunttBBtt since hostilities ceased. What has brought about this remarkable reduction in accidents and what can be done toward our record even better? Our line of ramming, oar safety program, and our nsuln seem to reach far beyond what our orighboa m Rostia and North Africa have done. Many trainmen still carry a mhring finger as a budge of their service in the eld Hnl isdps days. No more attention wss thu to Iks leas of a finger in there days thau to tbe death of an Arab la North Atria at tbe present time. It was an incocreniencr. Gradually more progrearive and humanitarian railroad managements revolutionised ideas on Operation and made their employees safety ryntoo***. This was not an easy ask. Safety departments were set up and definite pro grams were mbAt*iVi to determine the talot methods of performing work and track Railroad Section 31 ing taptoyui three methods. Interest gen erally waned at the lop and filtered its way down tlnough the ranis. In the old days of tbe hanl-driviag *'! it was with difi- oilry that the idem of stuabwocs were changed. The safety monrinunl was very effec tive, however, after it got under way, and rapid strides were rede in the fade twenties sod thirties. The raOroads came out of the Tim World War in somewhat the same cooditiou that tbe Billfah railways now find themselves; they had sriun in the maintenance of both trade and raffing stock which had accumulat ed for some tire*. An era of prosperity brought ou a heavy volume of freight traffic, stik higher wages and rosapetitim fanes other forms of transportation node larger rats and barrio-and faster locomotives neces sary. A better track structure, improved roendhoare and shop facilities and modern terminals bad to be added. Tally as impor tant as the physical changes was a training program far the employees. Tbe whole oper ating and maintenance procedure had to be overhauled and the same personnel bad to be taught to use new toots in new ways to produce better results. The program was made more diflkult when the bubble bunt and the country was blown into the grata* depression of Us fabtocy. The arid tret cure only a few short years after the dtpicaita when World War II threw an almost unbe lievably heavy burden onto tbe roads. Their succor in handling it nodi no Safely was one of the important in the program and has shared in tha progress up to this time. NoQ-train acridcnts have fallowed, tbe gen eral trend and have shown about the same relative improvement as train aeddenu and train service accidents. Noo-traia aeddents have as a peculiarity tbe fact that they occur tracing employees engaged in a great many different types of work under a variety of conditions. The most haraitinm tasks are, for tbe arose pan. iawtiul ia tire maintenance of fixed property and rolling stock, and in the handling of freight and materials. There have been radical changes in tbe conditions undo- which area week ou these jobs. Not many years ago, trackmen pumped their way across a railroad ou a hand or. Gradually, tbe old hind pump was replaced by a oude gasoline engine of some kind. This was refined until we developed tbe modem trad; cats of today. Eves *> equip ment has its limitations, however, and some railroads are now transporting their M. of W. tc S. employees ou the highways to the grate** extent possible. Tbe men are tar ried to and from work in busts or trades, and hazards involved in movement over railroad tracks are changing to those of highways. As dangerous as our highways are, I firmly be lieve that grater safety is offered by this change. While there are still thoumnds of miles of railroads which are prin cipally by section gangs in charge of a rela tively small piece of trade, there are an ever Inns--log number of mDa maintained prin cipally by floating gangs, and the trend in this direrthm is gaining In t^apo. Tbe larger gangs lend themselves very readily to move ment by large buses and the opportunity for supervising the fixe-- oo the job immeas urably improved. V` know that highs speeds and bavin power require a different type of crack main tenance than in former days. Greater refine ments are accessary and tools have been de signed to simplify these problems, although the Arid has not been fuQy uimtd Jjy any rarura. The old No. a hand shovel has been replaced by mechanical tampers. Innumer able of-oad nxachines are now available. Angle doioi, scrapers, small power shovels (00 poena--tic thus or ou treads), weed mowers, weed bunas, electric welders are some example*, Bridge men have, air drills, qatwlail saws, concrete mixers and muncr ons other mechanical tools. New conditions have revised the quality of new men hired to do tbe track and bridge work. Great difficulty is sew encountered in employing tbe type of man who was formerly coots* to live in an outfit or and make this Us home. Our stand ards of living have improved, to an extent where outfit car* are getting to be just a place to at and sleep between week-ends. The can themselves have been greatly im proved, but they axe no longer considered home. Ukcwfao, in the maintenance of rolling stock great strides have been made in maintenance practico and the equipment fix car rying out tbe work. The rolling stock itself has undergone a considerable change. The raUronds were able to accomplish things dur ing tbe post war that they themselves did not believe pcetible. Locomotive rum were ex tended by Improving tbe lubrication, the 32 35th National Safety Congress,, 1947 type of beuieg* and the firing equipment. Diesels arc breaming important in the locomotive field. Management has recognised that* betause of the large investment, rolling stock must be kept in operation as many hours per day as possible to bring In enough revenue to meet the ever increasing bigs. Work has been planned and machinery has been designed and bid out to pea teat trad more easily, quickly and cfldcmly. Incident and dangerous line shafts bare been replaced by individual motors, floor surfaces have been improved and through concerted efloro of supervisor* they air kept scat ,n * orderly. The mote delicate equipment on i " -rg stock today dcanlinew essential. Supplying the maintenance facts has undergone a revo lution. Mechanical devices to handling and transporting materials, supplies, and repair parts have replaced tbs edd methods. Even in the freight bourn some improvemenu have bear made, hot in my opinion, this is the moat backward of all of the func tions of a railroad. Methods of handling LA, freight are still very backward Coe the most pan. Without securing to alibi, sttcariop should hr called to the tea that this part ef the railroads' bnanm dwindled to a my small volume for a period of many years and wetnrel to be dropping am of the picture. LCL rnfic has taken a new law on life, however, and ptopouw annigrtnuiti are again owning to the front with improved devices and methods for handling this data cl traffic. There h JriH a very brood to cover. Ptognjs is not easy. Many times new equipment has been snstaUrri without sudent anddaatkn being given to the train ing of employees who must me'it. There is too often a lag banana the inUallartou of new equipment and the peeper use and maftifCfiance of it. This sometimes mates in amale conditions. Probably oar greatest dif ficulty ts the sutodtj Of rhmjrmf old bfebfc* that have hernsne fined in fsithfol and wen- Bad habits are bard to break, as we learn when trying to retry oat New Yeart rmofurioco. 1 was interested when visiting with some mine opexaton recently to hear their comments on conditions they have had to bee. A tew months ago a disastrous nsplodoo in one of the mines in Illhioh brought forth an investigation of considerable mag nitude. Swinmwwljtfan WS4 UmK by GOV- enuaent inspectors that dectric lanterns mux be roed. reptariny; has type baps, in some min-- This rccouuneodatson was certainly in the interest of the workmen, but on ooe properly the minm went on strike rather than tO Use the BCW (JlXUlC light. Itt at), other, grot dMculiy was enamoured in instilling safety width were also Rnaaodid by the iaspeeicn. It was the opinion of three mine operators that a new mine ren eafly be oproied with rigid safety rules and that they would be successful in enforcing them mica, who* it would be an impcntOdUty to change to those same rules in a ndne whkh had hero za operation lor sons time. The same tiring it owe In mfttjr week < ployccs are csMdy Uvea and avoiding phhl to tfirayrfvis hue so developed by Safety hard- to Ml ts th This k ore of the Recent drmya in the r employes J many newi i dap of diivlug e 1 in their place we have an sa which caffe to leader ship of a kdgfe type. Wk if is tree that mfety dqanmaU me of An suett iaper- tanee mad can ft a long ways in hdping to prevent acchlwsts, the leal malts depend upon cbe dims mpmviaea. The supervisor need the asternal ef safety departments in carrying om a safety gssgnm, First ef aD, there is a definite need for aafsmstc in the way:of misty laim. sfehre in the form of or csmfebmd with other op- he no deafer mi the need for of the coopeayh hmae h mfety work and partly to develop ate washing coodBiiow ml safer practices. Tile satey dqexfacnt can be of great amferano* fes vtsblhiilng a proper tone for safety amokm week, It cm abo be very bclptsl by warnlog and dis tributing bdlwlw, pomass and othe such devices. It can anfec materially by writing up and pawing, around a iuwd of aaUicmi that have txiuned on other pom of 'the propoty or ovt other taUrcads, wo that em ployes can take advantage of the sod expe- - Railroad Section 33 Cflttfeiy this material is important, but the mo* feet ttec fe is furnished to tb* ere[foyus is aec going to prevent accidents withorn the swpesvisors following up and seeing tfet the Immro that are pointed out by them wkm safety took are used con* cruetivtly by their employees. Accident |nul.ifwi needs the sympathetic support of sB of the ofocHlr and thk sup- port ibsnVj arty oa dawn from ihcvery tcy>. Loyalty m dm company demands that the tuiswiarl fellow oat the policies set by the imingoasm. A good mpcrvhar wiU know tbe mss he is wnsking for and know what be n interested fe. Be vriQ try to retry out bit work in sock a way that bfa superior's nbes are camp lied with. This poitu was ahatreied vbes one day my etd bom asked, "Why Is ix sfemiiu 1 jok about a or of bogs moving sum tbe railroad everybody fa pig-wdadadr Safety super ikon are epoo any aumbre of rimes for advice cm the design of new rrpiijwwnf. itiaddmi and other pur- Owe of che important towns _ by the nrMMmo at * tecoDC learhin* tool ifacns was the ha that the present took have aJny bark right fen than. The additional am to this desigu ram too large figure* bat the pertfernery have indicated that they mast hove fiat fasxtre liunrpnrsted in the irurhimr Inch intermt' is the mfety move ment ban the general s&tn wiQ emafeiy be nAcmd Imaa minihly In tbe attfendr of the mperrisore and fas rite nuplujim The furore wSD faring about a great many ore types ef cqulpamit and new coudfesocn. Wc can alrendy sue some of three'and may yembf* an others. The great on of railroad erpansfon ended roam risue age. and than is no Indlotfem dm tfew win bo rtillrtrnn.1 tsUtwd mlfes tgc in the United States of any consequence. Some redactloti in the mileage wQ probably rot about. There is room to a great deal of itfiammt in the operation*, however. Diesel locos: *=s have alrendy established ihtBWlw. .c are now other vpm of tocoiantivm being developed: Ont is the steam electric; another is tbe gas turbine, Experiments Id steam turbine direct-drive --fl***-- have been under way for some rime. Tbe Germans developed a condensing en gine of tbe reciprocating type. Developmerit of water power resources, poittariarty in the Weston part of the United States, may make it auuwakally sound to expand tbe present dectri&cidoos. Freight cars are now being ` equipped with toller bearings. Streamlined passenger an are do longer a novelty. On the other side of tbe picture, we have experi ments In welded rail; new typo of nil fasten ings have been developed; atarin study of is now being carried out; standards ef dm are being dunged; the function and ******ff" of tie plates m made che subject of mafilmbk dkcassiow and is sriB under' study: angle baza have been under the miao* scope; fatidps are being strengthened or re placed with stsoenufs of a more permanent natures modernization of bondings is already safer way. Wu seem to be on the threshold of as marry changes now as we were after World War L Experience gained In the twenties and thhrim will TMt- tbe execution of another Improvement program so much tbe casteSafety b bemrac sods an integral part of the phoning on oar ralboad* that there it m Utrghood of its bring forgotten. At the present time, we have aoc~ folly recovered tel dm efencta of World War'IT. Many em ployees hired during the war had to gain ah of dsfa knowledge aod eqnkfee at an age when training is not as effective as it should be The 11 mul lorccs are scht de- s afseotfal part of oar youagm ms n dtfecae and occupatlou troops. This asf the -rqrirfrl ludusutol activity have pni'cnrol the ictmn to higher standards of employment on ta&ronds. Railroads have as cm of their jaulili nu the task of making employment aiidtafly attractive u> obtain the high type of pnsinsd required. I have ray taifikiw that giro* the higher standards of new employees, given safety took by ear mfety departments, givers the proper support by our managements, the supervisors win hod their mm to new monk of tdikw- 34 35th National Safety Congress, 1947 Non-Traiii Accident* (Panel Diacusffoa) Discussion LcsdcT--D. W. Naif, SupC of Sfc> ty. Norfolk ft Waun Raihray Co. Partidponls; f, W. JDIv. Eng., Chicago ft North Western Railway Co. O. 7. Cmhmcii. Supir, Safety ft renoo- ad. Pgi Joliet ft Eastern Railway Co. O. F. Has*. Amu Stipe. Motive Power* Personnel. Norfolk ft Western Railway Co. J. R, Tennsv. Supc. of Safety, Westerr Maryland Railway Co. J. R. Tmiow. Supt. of Safety. The Ddr- ware. Ladavuni ft Wotcn Raiband Co. C L. LtFotMTADa, Ccpcral Safety Soper, Great Northern Railway Co. A. J. Wilkx. Sqwiatadtat, Car Depart* most, Illinois CiiSul Kailnad W. S. SauotOK. Safcey Inspector. Chesa peake ft Ohio Railway Co. C. B. Uac1jlxju<, Safety Supervisor. South* era radfc Co. CHAIRMAN NA77; I win not take wp your w*e to common cm the mas trthi ac- odem Ton knew k is atim Yeu know it k high dat about it. We all know that awMa from specific anet. They from other scdiimss iu that sesf sa. We mast. and others. and we mk know the cawses and we toast seek the rfertj. When we fioi the remedy and apply k. and mw the cause, wt will hnvo no mere acddwn. We wiD now proceed with one peo^asn. Who will be the fiat to csS far a <phd MR BARNES (New Yeek Central): What are the adrantagm of djiumk or other sefanlifiMe rwTtjiliStlpMOUoNrT*AnXtNllKiu: t1f picked np this ar psychological dolocatioo of the employee wben lmufti ml. not merely bom one opera tion or one plant to another, as often occurs in large companies, but also, and of more gen eral interest, wben shifting from one company to another. For wimple. if a wocher becomes adjusted to color surroundings that give him a "lift" and then he moves to a new position where functional color either has not been applied at aO or bat been differently applied, the worker wffl suffer a period of readjust- *"* hw *>? TfHf will mntrqnrnify result in temporarily re duced (ffeksej, fap--npon the color sensitivity of the individnsl. A change as usual at that bom grata walk to buff might have this effect. Even though it were too slight for nworions admission and the net effect only a anew of conjecture. in large coupaio, whae such *"[" arc constant!) going aw. the gnus loss to productloo might ' ' ' "' if it amid be measured, li mind that the gains as well m the effects of mix a worker can nudy he individual!) It seems castor to avoid this difi- cotor tysphnts. Yet with burinsical* V what ground inrtlvirtual decisions for factory Rant, manageto repaint new the sake of in* particularly at ticle in "StandudimioQ** gapririr, Sepeember, 1^47, and after reading Chh. X dauY believe that anyone is agreed aa jet npon any practical method of palming the aw cfaiocry in the shops that they fed h griog to be fully effective. Thse are two or theee paragraphs of this that 1 could wB mad an you if you want to take the time in Wemo u> it This authority is Mr. CaiVtoa B. Ryder. "One dISculty appears in the In of Railroad Section 35 worth vbSe in life was ever accomplished alone, and this being apedally true in pre venting personal injuria, which is essen tially community project. I would say in answering this question that the first objec tive is to create and then TMuln interest and enthusiasm on the part of all employees, boa top offeers on down through the ranks. As a matter of faa the recent of any mfety program will be ia direct proportion to the of mwllMil Jjy niimgemfnr. This u^miuo of rincerity mast come from a genuine regard for the welfare of bnmao and cm be juac a part of some management policy. In other words, we must, by our own ac tions, convince our people that the meat im portant things In life are not locomotives, can. track, nations, etc, but beings. Brieffy, then, to erganiae foe safety, first appoint safety committees, supply thoc com mittees with material fqf their scheduled meeting*, maintain advertising and publicity on a sustained basis, follow through promptly on all safety suggestions. Inaugurate contests with suitable awards, encourage employee contributions of ideas for safety devices or vale practices, etc, always remembering hy safety must be made a "live" Issue in every sense of the wad, MR. HOF7MAN: I feel that In order to sell safety to the employes, our supervisors, foremen, and even higher offdab must show their real interest in safety. In other words, I have been advised that in attain locations, shops, freight bouses, they couldn't get the men to wear safety shorn until the supervisors and the foteuien put them on and started wearing them. 1 think the supervisors have got to set the example in many ways. They should all mention to the infraction of rules and any unsafe practices, and not permit then to go imBwiwJj bcauw >--"*) or later they are going to metric b accidents or personal in juries. MR. THOMPSON (Monoo Railroad); To wbat oant are safety shoes worn and by what groups of employees? What k the best method of getting employees to purchase and i*w safety ******--? CHAIRMAN NAFF: X am going to ask Mr. Shannon. of the C. ft 0,, to igpuutl to that qaewien. because they do nee safety shoes rrtmriwl* QQ tftc C, ft O. MR. SHANNON: We are using safety shoes 00 our railroad to good advantage, and we are not too much troubled in disposing of them. We tue the payroll deduction plan for disposing of our shoes to the employees. The shoes are stocked in the various store rooms at our larger terminals along the line, and we find that the men, either from a safety personal injury standpoint, or from the standpoint, maybe, of the fact that they are new employees coming into serv ice, are glad to ptirrhaw safety shoes on the payroll deduction plan, especially if they are new and haven't had a pay day and need a pair of shoes petty badly. After they have the first pair, it terms we don't have any trouble selling the second pair, and they wear safety shoes from then on. The........... thing about the sale of safety shea oa out zarirod, at least on the terri tory that X am asngaed to, is the faa that we are selling more safety shoes to operating men, men in the transportation department, train and engine men. than we arc to main tenance of way and mechanical employees. Of coarse, the shoes are sold to the em ployee* at wholesale, and they are good shoes, and as I say, faa that they can buy a shoe through the payroll deduoioa plan is the rcasea that we are *ung so many shoes os our railroad, I believe. The particular divirion that 1 am latgaed to so fur this year has soM over six thousand 'pair of safety shoes to the employees, and 1 think the secret of the whole thing is the faa that the men can buy them without lay ing down any money at the time. We handle them through either two, three, or four de ductions. A man can buy a five or six dollar pair of shorn in three or four deductions that he neve mimes out of his pay. MR. MUMFORD (New York Central): Would you be gracious enough and would it be posable fix you to give the New York Central System some letters of commendation from people wbohavc used safety shoes, %o that we might use them in our educational materials? MR. SHANNON: I will make every effort to do that. I understand your railroad is using the suae shoe from the same company that we axe on the C. ft O., and that should be helpful. MR. CONNOR (B. ft O.): Should the striking of claw ban to get them under sprite beads be prohibited? 36 35th National Safety Congress, 1947 CHAIRMAN NAFF: Us. Creedto, will you eoBuasit oo that question? MR. CREEDLZ: We do prohibit the mik. inf of daw ban with spike mob or other took which are ** as bud wed. W do doc absolutely forbid these to strike with a sledge, for instance, or tone cool which a more adapted to that purpose. We, of emim, the same aa mrj railroad. I presume, still find some of the am striking than with the spike uul, but invariably they get Into trou ble is so doing. So to stun up the question, 1 think that If a tool could be developed which would elim inate the necessity of striking a daw bar oq the bed to get it underneath the spike head, it might wise the problem. There h one toot on the -*** wbkh comes nearest to permitting us to get uadtr the spike head without the necessity of ham mering the daw bur, and that is the flexible toe bar which wQl reach andcracath and grab the spike. MR ROBERTS (Northwestern): Mr. Cm- die happens to come from the same rail road that 1 do. Some time ago the National Safety Council got out a power which sug gested the artring of the tie under the spike bead in ortc to permit the daw so be placed under the spike head, and I, without con sulting our engineering department, dis tributed a few of those posters, and 1 - was called to turn and was told that that practice was not x proper practice in that it de stroyed the tie. 1 was wondering if any rail roads do follow that practice whkh was ad vocated by the Council in the post's-, MR MAAHS (Eric): We don't ads. but wouldn't that be a lot more dangerous than , just trying to drive yoor daw bar nodes? You still have-a possibility of striking the tie. MR. ROBERTS: I meant to remove the tie from undo the spike head in order to permit the daw to fit under. MR DAVIS (Burlington): W use tie plates on our railroad, and I don't know bow you are going to drive out tie plates to you oo do as Mr. Roberts says. CHAIRMAN NAFF: So far as the Nor folk and Western is concerned, we do hare a rule prohibiting striking the daw bar with any kind, of a hammer. There are pbes where you have spikes that you can't get to very conveniently with a daw bar, and we use. and 1 suppose all railroads use what we call a road irunrr u reach these ties in tight places. Yet you must get the road master o the spike. UR BELLY (Soo Line): The otganiackm itagniia the value of safety rules by requoting that the spike maul most not be used la striking the bed of the daw bar, but at the same time ignores the practice i! it Is done. That U a disregard lor oar roles, and it is owe of oar greatest difficulties in having safety rules. We all know from ex perience that you cannot get all the spikes out; regardless oF the use of tie plates or otherwise, without the asc of a striking force on the beds of the daw bar. The Uhnahc Road and some otba ese a Sledge Of which the Striking face is modi, fled to avoid chips flying. MR DEMPSEY (Milwaukee Rond): We have that kVmikal role, have had it lor * good many yean, and our method whtMn with what has been explained fame. We take the pointed cad of the bar, pvy sp under the tie phue or the spike bead until it gees to the point where yon can throw the daw under the space bead. MR SLAVEN (Barlingsno): 2 might make a aoggcsrioo f bdp. We don't have any rule on our railroad prohibiting the ase of the maul, but we advocate the use of the sledge, and I doot know of * case of as Injury where the sledge has been used, except where the spike bead itself might fly off from a hatd blow. MR DABNEY (New York Central): On the New York Central we have developed a tool that fa tapered and split through the middle and has a striking face like a chad, and Is used with a handle sfmifar to a chad. We call it the spike nipper. It is sent along with two men, and it is tapered down to a point simitar to a V. goes under the spike, and fs hit wfth the sledge by one mu while this tool is held by another, and that raac* the spike sufficiently to hate thfe daw bar inserted under it. We do not permit striking the daw her with the spike maul or stodge. In our buys gangs they have five, six. seven men ahead to afp these spikes beforehand. . However, there are some plates where you can't use it, and la thorn particular placet we ose what you mswfoocri before, what U commonly known aa the sand master. MR FRENCH (Milwaukee); Accident Railroad Section 37 prone employees present a distinct problem. from the rest room or while be was on the What can be 'Vine about them? job. MR MacLELLAN: 1 would say. briefly, That is an extreme example, but l think ibai first ssad foremost, a railroad employee it could be done with the proper personal must be node to realise that safety first >s just analysis. at personal as hh toothbrush, that he as an individual stands to profit most by the safety program, that acddent prevention k obt an abstract, vague matter, but an every-day way of like and should be just as applicable as the law of gravitation and as comfortable as a pair of old shots. Do this, and most acddentprooc employees will automatically remove themselves from this category, and these who RSI remain can, 1 think, be handled by a good job of personal analysts. Just a rough example. Show a machinist, MR DAARE (Erie Railroad): What type of Uoe-up should be issued to motor car operators; wbst information should be shown cm line-ups and by whom should they be issued? - MR CREEDLE- la the matter of train lineups for motor car operators, within the post two yean on oar railroad we bare gone to a regular primed form with the hope that the use of thi printed forcn would be a bdp to us in trying to mintauar somewhat the danger that exists in this regard, li fa sim as aa pi*, that because of the fad that be was iawliul is many falling accidents, it is so his oww selfish advantage, to the ad vantage of his family and their future that be change so some other type of work which doesn't lupin his going off the ground, and 1 better* iik iw most cases he will be willing to do thee. ilar to forms that are used oo otfar railroads in the opuatry. It shows the train and the station involved where the report fa. and the approximate leaving time of the trains so fax as the information is available to the operator at that time. It also has other in formation such as the date, whom it is issued : to, and the operator's same, and so forth. CHAIRMAN NAFF: 1 think we all have We fori that since the introduction of thu trouble with the accident-prone employee: It aaay be some physiol cxmditiois. or he amy fora we have made a id step forward and we require every motor csx operator be rti--tiifird, or be may be a square peg even though be takes bis line-up over a in a round bole. You nay have to change y>jfi pi prjiff week. telepbooc, to write this down on one of those forms. I have the forms available cither at MR BRAIN (Soo Line): The speaker may his borne or the point where be taker the be answering oar questtorn, but it b difficult line-up, and we find, so far. that they attach for a railroad --nrtiTi*-- to change into any a lot more significance to this linc-up oq this other occupation. Caa you ship him off to record form than they used to oo a scrap of another road? paper. That was Invariably what we ran into MR Mart.El.LAN: Fczfaapa 1 could give in checking motor or line-up*. We found a little fiuwml experience an the Southern that the operator of tbe motor or had writ FadSe that may answer your question. ten it down or a scrap of paper, and he Certainly we dm*t want to peddle any sometime* had difficulty in identifying to- body off as drihwaod, and there is enough divenffioifou of wgnncoa for a machinist day's from yesterday's. They were all In hi* pockq. undated in many casts, to week as a mebiabt so, that be ow, if he Wc haven't had it in service long enough finds that be b subject to dicry spelts or to have any accurate record, but we fed that other fa clots, physical factors which would we have made a distinct step forward in this make him prooc to tailing, find another job tbs* would never take him off the floor. very important matter, because if anyone bad developed, even in a small measure, Thb is what wr do is cases where mew are something that will reduce train motor car subject to epfigprit fits- That certainly fa aa accidents, we certainly will go forward in aaJdOM-pvOBC tayfaym and we know it. so safety la this country, Mr. Lowe has feme to the oobm of getting MR BARNES (New York Central); Is that maa a bench job and completely cudr- that form Bade in duplicate so that there is ding him with a fence, and be ku gives him scene record kept for the supervisory office? a regular path to the rest room so that be MR CREEDLE: It is generally made out wonId not be mhnyisf is the event ttat he did h>v u attack while he was going to or os dopfiate and a copy Is always kept at the --rg office; as well as given to the operator. 32 35th National Safety Congress, 1947 Railroad -SVcfton 33 typ of bearings and the firing equipment, Diesels are becoming important in tbe locomotive field. Management has recognised that, because of tbe large investment, tolling stock must be kept In operation as many hours per day as possible to bring in enough revenue to meet tbe ever increasing bills. Work has been planned and machinery has been designed and laid out to perform work more easily, quickly and efficiently. Inefficient and dangerous line shafts have been replaced by individual motors. Floor surfaces have been improved r of supervisors t' The more delicil today maha dej the maintenance I lution. Mecbanicj transporting parts have repl Even in the I meats have 1 this U tbe x tions of a taflit freight are still part. Without should be called the railroads* small volume f seemed to be LCL traffic has however, and pij again coming to devices and metis of traffic. There | to cover. equipment J dent conatderatioa being given to tbe training of employees who most use1 it. These is too often a tag betwees the installation of new equipment and the proper use and maintenance of ft. This sometimes results in unsafe conditions. Probably our greatest dif ficulty is the necessity of changing old habits that have become fixed in faithful and wellmeaning employees. Bad habits are bard to break, as we learn when trying to carry out New Fear's resolu tions. I was interested when visiting with some mine operators recently to bear their comments on conditions they have had to face. A few months ago a disastrous explo sion in one of the mines in DlruoU brought forth an Investigation of considerable mag* nitude. Recommendation was made by Gov ernment inspectors that dearie lanterns mua be used, replacing flame type lamps, in tow miner. Tbit recommendation was certaudi in the interest of tbe workmen, but on one property tbe miners went on strike rathe than to use the new electric lights. In an other. great dfffiailty was encountered in installing safety helmets, which were abo recommended by the inspectors. It was the opinion of these mine operators that a new mine can easily be opened with rigid trlaj ,Wruks and that they would be successful *tliMo mb* *WW 1* iwi* * * Certainly this material ia important, but the ere fact that it la famished to tbe em ployees Is oc< goteg to prevent scddcnls without the supersbuss following up and wring that tbe lemons that are pointed out by these varices safety tools are used con* aruedvriy by their employees. Accident prcratfoa needs the sympathetic support of all of the offidsll and this sup port should any oo down from the very top. Loyalty to the company <**"* that the follow out the noliore net b* the CORRECTION steam electric; another is the gas turbine. Experiments is steam turbine direct-drive engines have been under way for some tine, The Germans developed a condensing en gine of the reciprocating type. Development of water power resources, particularly in tbe Western part of the United States, may make it ecoQomimUy sound to expand the present electrification*- Freight can are now being equipped with roller bearings. Streamlined passenger can are do longer a novelty. On .......................... ' ` expert' fasten- study "atris and ject of under' micro The preceding document has been re- photographed to assure legibility and its image appears immediately hereafter. VBKr qpa f equipment sod new conditions. way of safety mica, either in tbe form of We can already see some of these and may separate volumes or cacMned with ocher op speculate oo others. erating rules. Tbe great era of railroad expansion ended There oa be no doubt of the need for tome time ago, and there is oo iodicatloo safety ccmmfttora, partly as a manifestation that thnt will be additional raQraad mOe- of the company's interest in safety work and g* in tbe United States of any consequence. partly to develop safer working coodltiom aad safer practices. The safety department can be of great awiatanrr ia establishing Some iwtorri^n in the *n*t* will probably -------about. There Is room for * gnat deal firmest in tbe operations, however. proper tone lor mfety committee work. It [Dtcsd kMQtnothrm have already established ere also be my bctpfel by securing and du- (bemseim. There are new ocher types of tribodng posters and other such jWnmudm being developed; One is the devices. It can mist materially by writing up and passing, uread a reoard of accidents that have ctumsd oa other pans of the ptopeny t on other railroads, to that em ployees can taka advantage of tba sad expe riences width thdr neighbors have nimJ. ,t the ivered j eragain at an as it It de men for part of our younger and occupation troops. This and tbe expanded industrial activity have prevented tbe return to higher standards of employment on railroads. Railroads have as one of their problems tbe task of making employment suSdently attractive to obtain the high type of personnel required. I have every Confidence that given tbe higher stand ards of new employees, given safety tools by our safety departments, given the proper support by our managements, the superrison will lead their mas to new records of achieve- 32 35th National Safety Congress, 1947 type of bearings and tbc firing equipment. Diaeh axe becoming important In the locomotive fidd. Management has recognized *hr, became of tbe large investment, rolling stock must be kept, in operation as many boon per day as portible to bring in enough revenue to meet tbe ever inerasing bills. Work has been planned and machinery has twvn designed arid laid out to perform work more easily, quickly and cftdatly Inefficient and dangerous line shafts have been replaced by individual motors. Floor surfaces have been improved and through concerted efforts of supervisors they are kept neat and orderly. Tbe more delicate equipment on rolling stock today makes cleanliness essential. Supplying the rwafat--ii-- forces has undergone a revo lution. Mechanical devices foe handling and transporting materials, supplies, and repair ports have replaced tbe old methods Even in the freight bouses some improve ments have been made, but in my opinion, this is tbe most backward of all of the htac tions of a railroad. Methods of handling LCL freight are still very backward for tbe snort pert. Without seeming to alibi, attsition should be called to the fact that this part of the railroads* business dwindled to a very small volume for a period of many yean and seemed to be dropping out of the picture. in. traffic has taken a new lease oq life, however, and programre managements axe again coming to the hoot with improved devices and method* for handling this dan of traffic. There it still a very broad field to cover. * Progress is not easy. Many times new equipment has been installed without suffi cient consideration being given to the train ing of employees who must use' it. There is too often a lag between tbe installation of new equipment and the proper use and maintenance of it. This sometimes results in imntt conditions. Probably our gratae diffimlry Is the ncoarity of changing old !"** that have become fixed in faithful and wcSmeaning employes. Bad habits arc hard to break, as we learn when trying to carry out New Yen'* rente* tioos. 1 was inuroted when visiting with some mine operators recently to bear l^dr comments on conditions they have bad to lace. A few months ago a disastrous capta tion ia one of the mines in IHmois brought forth an investigation of considerable mag nitude. Recommendation was made by Gov* onsseot lt>i*** that dearie lanterns mu* be used, repfadng Same type lamps, in some film* TMs rrmmmfnriirinp Vras ccrtlinh in the iamrrt of the workmen, bat oa one property the ten went oa strike rathe |y to one the new dearie lights. In anothCT. geest dBkoliy was cnammoed in safety -!<>, white were also i iirnnoinilfii by the tsqmca It was tbc opinion of these aslne operators that a new mine can easily be opened with rigid mfm rnki *od * they would be wacnarfol in dfordng these nils. wfefla it would be an iiiipimFliftiij to -V-gp to those oat rules hi a mine white fad boos cn operation for some time. Tbe same thing Is true to a Ifaniiad extent in nitty work cot nOmh Tbe older em ployees arc certainly iarirrwrt in prompting lira and avoiding pnIntel injuria, not only to therqnctw bat so ethers. Safer prncrim developed by Safety Prpnnmnmr me often hard- to sdl to them cnyhyna Menu. This h ooe of tbe anny pnUtm bang wpcrvtfta. Rnstdatgah ihttdnhnUptema suplojta and, management hem santemd in many new problems far inpu rime*. The dan of driving employees have pawed and father ' place we have an oa white offs far leader ship of a high type. While it an owe test safety departments are of the acme* impor tance and can go a long way* fas Wiping to prevent tultlffori. tbe fad remits jynd upon the direct supervisees. The mpufani need the nmsianor of misty depntman ia carrying out a safety prey Flat of ail, there is a need far mtenace ia the way of safety roles, cither is tbc form of separate volumes or combined .with ocher op erating item.. There can be no doubt of the need for safety Goxnmluraa, partly an a manifestation of the company* interest in safety work and partly to develop safer working conditions and ate practices. The safety department can be of great farsnra in establishing a proper tone far safety committee week. It cut aim be very hdpfal by seeming and dis tributing bulletins, prrtra and otera such device*. It can assist materially by writing up , and pouring, around a record of accidents that have occurred oa other parts of the property or oa other railroads, an that employra can take advantage of tbc md expe`rienom white tedr neighbor* havn suffered Railroad Section 33 Certainly this material is important, but tbe eat fiux that it k furnisberi to the em ployees h not going to prevent accidents without the supqibuts following up and wteg teat tbe lemons that are pointed out br them various aafay cools are used eonaxuctivety by their employees. Accident prevention needs the sympathetic support of all of the officiate and this sup port should carry on down bom the very top. Loyalty m tee company demands that tee EoDew oat tbe poticks set by tbe taansgemesst. A good mpqvbui will know the tzmn bn is working for and know what be Is imcTHWil ia. He wsQ try to carry out bis work fat sate a way teat hb superior's w-hbes are r.ompUnl with. This point was glortaated when owe day my old bow asked. 'Why k it shtatiw I ask about a or of bogs am ring some tbe railroad everybody geo pig-winded?" Safety soperriwes are called upon any aamber of rimes for advice on the design of new i.i|nTjmrnt. matefare and other pur- One of the Important faoon pointed out by tee eihadtors at a rmst machine tool thaw was the fact that the present tools have safety bufit right falo tejaa. Tbe additional art far this design runs into large figures, but the pm tessera have indicated teat they must have teat feature Incorporated in tbe machine*. Sate interat is the safety move ment trow tbc general officers will certainly be tefleoed immeasurably in tbe attitude of the supravisor* aad in tee employees. Tbe future vfl) bring about a great many arw types of equipment and new conditions. We can already see some of tbne and may speculate on othen. Tbe great era of railroad expansion ended some time ago. and that Is no Indication (hat there will be additional railroad mile age in the United State* of any consequence. Some redaction ia tbe "n--y win probably come about. There la mens far a great deal of refinement a the operations, however. Dirad locomotives have already established themselves. These arc now other types of locomotives being dndeysf: One k tbe steam eln.nk; another is the gas turbine. Experiments In wesm tixrhtoe direct-drive engines base been ands way far some time. Tbe German* developed a condensing en gine of tee reciprocating type. Development of water power resources, portlailariy in the Waters port of tbe United States, may make it economically sound to expand the promt etectriftcatiop*. Freight cats are now being equipped with roller bearing*. Streamlined pawenger ran are no longer a novelty. On the other ride of tbc picture, we have experi ments is welded rail: new typo of nil fasten ings have been developed; extensive study of ballast is now being carried out; standards of ties are being changed; the function and design of tie pities was made tbe subject of considerable discussion and is still under' study; angle bars here been under the micro scope; bridges are being strengthened or re placed with structurf* of a more permanent nature; modernization of buildings is already under way. We seem to be on the threshold of as many changes oow as we were after World War 1. Experience gained in* the twenties and thirties will make the ezeaukm of another improvement program so much the rasfor. Safety has become such an integral part of tbe planning m our railroads that there is no likelihood of in being forgotten. At the prewar time, we have-not fully recovered from the egrets of World War IT. Many em ployees hired during the war bad to gain all of tbefr knowledge' and at an age when training is not as effective as it should be. Tbe armed forces arc still de manding a substantial part of oar younger men for defense and occupatioe troops. This and the expanded industrial activity have prevented the reborn to higher standards of employment on railroads. Railroads have as one of their problems tbe task of making employment sufficiently attractive to obtain che high type of personnel required. I have every confidence that given tbe hlgbra stand ards of new employees, given safety tools by our rafety department*, given the proper support by our mamgemau*, tbe roperriioxx will lead tbelr men to new cecords of achieve ment. 34 35th National Safety Congress, 1947 Non-Train Accidonts (Panel Dincuaedon) Discussion Leader--D. \V. Najt, Supi, of Safe ty, Norfolk ft Western Railway Co. Participants: F. W. Div. Eng., Chicago Ic North Western Railway Co. O. F. Gmamnch, SupvT., Safety le Fenon* nd. Elgin, Joliet h Eastern Railway Co, O, F. Hau, Asst. Supc, Motive Power- Personnel, Norfolk It Weston Railway Co. J. R. Tenney. Supt. of Safety, Western Maryland Railway Co. J. R. Tbexton, Supt, of Safety. The Dela ware. Lackawanna it Weston Railroad Co. C. L. LaFovntaine, General Safety Supvr, - Great Northern Railway Co. A. J. Wauca, Supointesdent, Car Depart ment, ZUinoii Central Railroad W. S. Sbannon, Safety Inspector, Chesa peake k Ohio RaQway Co. C. B. Marl,Titan, Safety Supervisor. South ern Fadfic Co. CHAIRMAN NAFF: I will not take up your * to comment on the oou-tAin ac cident situation. You know ic is serious. You know it h high time we were doing something about it. We all know that non-train aeddents come from causes. They axe not d;rwwi from ether accidents in that respect. We most, therefore, analyse our accident*, non-train and we most know the causa .nd we am seek the remedy. Wha see find the itsnedy and apply it, and remove the cause, we sriS have no more accidents. We sriD now proceed with our program. Wbo will be the first to all for 'a quertkm? MR BARNES (New York Central): What are advantages of dynamic or other scien tific painting or colorings? MR. LaFOUNTAINE: I picked up this ar ticle in "Standardnation** magirirwr. Septem ber, 1947, and after reading this, I don't believe that anyone is agreed as yet upon any practical method of painting the ma chinery in the shop* that they fed is going to be folly effective. There arc two or three paragraphs of this that 1 could wdl tod to you if you want to take the time to listen to it. This authority Is Mr. Carlctoo R. Ryder. "One difficulty appean in the form of pcychological dislocation of the employee when transferred, not merely (rota one opera tion or one plant to another, as often ocom in large companies, but also, and of more gen eral Interest, when shifting from one company to another. For If a worker becomes adjusted to color surroundings that give him a "lift" and then he moves to a new position where *"^' color either has not been applied at all or has born differently applied, the worker will suffer a period of readjust- tnent involving distraction from his work. This win consequently result h temporarily re duced efficiency, depending upon the color Kttitivity of the individual. A change as usual as that from green walls to buff might have this effect. Ena though it were too slight for consdous adminlm and the net cflet only * matter of conjecture; In large companies, whom suds changes are constantly going 00, the gross lorn to production might prove formidable if It could be measured. Ii most be borne la mind that the gains as wdl aa the losses resulting from the effects of color upon a worker can tardy be individually measured. It stems easier to avoid this diffi culty through sOndardhatien, than to meas ure it. "Another difficulty is the ban Important although the most obvious. It h the "patch- work" appearance that results from unco ordinated application of different color sys tems la the same or different plants. Yet with the ****-- of one recommendation intrinsical ly as good as (hoar of anotha, what ground h there to regbantf the Individual derisions of men individually responsible for factory pyjutng atwt nwiiitwwiwv? Flint manage ment also proves reluctant to repaint new machines and apparatus for the sake of in dustrial Interior decoration, particularly at this time when there are indications that machine product colon, grays, at least may eventually be standardized." May we have another question from the Use? ML HOFFMAN (St. Louis Southwestern Railway Linas): As accident prevention work is largely a promotional venture, what is the best procedure to follow in organizing for and carrying on safety work as related 10 non-train arrWmff? ML UacLIUAK; Insmiuh as nothing Railroad Section 35 worth while fas hie waa eves accomplished alone, and this befog oparially true in pre venting pripjnsl iajwio. which is essen tially a pajHi, X would say in answering this question that the first objec tive Is to orate sad then atiotah huoest Aa a matter et fed the snaoos of any safety program will be in dm proportion to the amount of sincere iasrrot manifntrri by management. This nxpmmion cd nnrerlty mutt come from a genuine regard for the welfare of human brings, and not be jm a In other mb, we mem, hj mm own ac tions, mmlsis or people that the mat im portant things in life at aM lommcthu. can, trade, nations, me. fane hamaa beings. Bricffy, then, npdn far safety, fat appoint nfexy ccmariiam. mppfy tbese coroasittacs with mm'ai lee their srimfnkd meetings, maforafa dsudsing aad publicity on a wimistd haria. faflaw thnmgh promptly on n safety saggcscians, inaagazate aetau with vnlrahfa awmds, neosngc opiojte comributions of Jdma fee safety dcvkxs or safe practical. me, always remembering that safety man be amde a "five" isw in every sense of the vori. MR. HOFFMAN: 1 tari that in order to sdl safety to the employees, our supervisors, foremen, and even higher nilrhti amt show their real imam in safety. In ocher worth, I have been advised that in certain location*. shops, bright booses, they couldn't get the men to war "**T shoes until the mpes shuts and the famous put thtsa on and started waring them. I iliiri the sapsrvisao have got to sec the trample fa many ways. They should call munition to the intiaction of raks aad any unsafe practices, aad not permit them to go unnoticed, touiat sooner or lata they are going ts acsult is actidents or poweisl injuries. MR. THOMPSON (Monoo RaOreud): To whsl carrot are safety sham warn arid by iwthri of goring emgdoyam to purchase and ns safety deal CHAIRMAN NAFF: I am going to ask Mr. ferns sf the C. I O, 10 impend to that (Hfea. lame Ary da me mfaty shorn Ttrmferly mffitCkft. IOL BMBWff. Wm are nring mfety shoes on our railroad to good advantage, and we are not too much troubled is disposing ol them. We use the payroll deductkm plan for of our shoes to dm employes. The shoes are stocked fa the various store room* at our larger terminals along the line, and we find that the men, either from a safety standpoint, personal Injury standpoint, or from the standpoint, maybe, of the fact that they are new employees coralog into serv ice, are glad to purchase safety shoo on the payroll deduction plan, especially if they are new and haven't had a pay day and need a pair of shoes pretry badly. After they have bought the first pair, it seems we don't have any trouble selling the second pair, and they wear safety shoes from then on. The unusual thing about the sale of safety shoo on our railroad, at feast ou the terri tory that I am assigned to, is the fact that we are selling more mfety shoe* to operating men, men in the transportation department, train and engine men, than we are to main tenance of way and mertanlql employees. Of course, the shoo are sold to the em ployees at wholesale, and they are good shoo, and as I my, the fact that they tan buy a shoe through the payroll deduction plan Is (be reason that we are selling so many shoes on our railroad, I believe. The particular division tbat 1 am assigned to so far th year has sold over six tbotnand 'pair of safety shoes to the employees, and X think the secret of the whole thing is the fact that the men aus buy them without layfaff down any money at the rime. We handle them through either two, three, or four de ductions. A man can buy a five or *U dollar pair of shoes fa three or four deductions that he never nr*'-- out of Ids pay. MR. MUMFORD (New York Central): Would you be grarioua and would it be pcaibk for you to give the New York Central System some fetters of commendation from people who have used safety shorn, so that we might use than fa our educational materials? MR. SHANNON: I will every effort to do that. 2 understand your railroad is using the same shoe from the same company that we are on the C.t-0. and that should be helpful, MR. CONNOR (R k Q.)i Should the striking of claw bars to get them under spike heads be prohibited? 36 35th Natumal Safety Congress, 194? CHAIRMAN NAFF: Mr. Cradle, will you comment on that question? MR. CRIEDLZ: We do prohibit the mik ing of daw ban with spike miub or other tools which art darned'as hard steeL We do ooc absolutely forbid than to strike with a sledge, for instance, or some tool which is more adapted to that purpose. We, at muse, the sane as erery taiLnxsd, 1 presume, still Sad some at the men striking them with the spike maul, but invariably they get into trou ble in so doing. So to nun up the question, I think that if a tool could be developed width would dimmate the necessity of striking a daw bar on the bed to get it underneath the (pike head, it might solve the problem. There is one tool on the swritt which cornea nearest to permitting us to get under the spike heart without the necessity of ham mering the daw bar, and that b the flexible toe bar which will reach underneath and grab the spike. MR. ROBERTS (Northwestern): Mr. Crce- dle happens to come from the ns* rail road that I do. Some time ago the National Safety Council got out a poster which sug gested the arfring of the tie under the spike head in eedcr to permit the claw to be placed under the spike head, and 1, without con sulting our engineering department, dboibstted a lew of those posters, and 1 was called to turn and was told that that practice was not a proper practice in that it de stroyed the tie. I was wondering if any rail roads do follow that practice which was ad- votated by the Council in the poster. MIL MAAHS (Erie): We don't adz, but wouldn't that be a lot more dangerous than jnst trying to drive your daw bar under? call a road master to reach those tics to tight place*. Yet you must get the road toaster on the. spike. MR. KELLY (Soo Line): The organiza tion recognises the value of safety rules by requesting that the spike maul must not be used in striking the bed of the daw bar, but at the same time ignores the practice if it b done. That b a disregard for our rules, and it b ooc of our greatest difficulties in baring safety rules. We all know from ex perience that you cannot get all the spikes out,' regardless of- the use of tie plates or otherwise, without the use of a striking {brat on the beds of the daw bar. The Milwaukee Rood and some others use a sledge of which the striking face b modi fied to avoid chips flying; MR. DEMPSEY (Milwaukee Road): We have that identical rule, have had it for a good many yean, and our method coincides with what has been explained here. We take the po2hud end of the bar, pry op under the tic plate or the spike head until it gets to the point wboc you can throw the daw under the spike bead. MR. 5LAVEN (Buriiogtno); 1 might makr a suggestion of help. We don't have any rule on our railroad prohibiting the use of the maul, but we advocate the use of the sledge, and I don't know of a ok of an injury whese the sledge has been used, except where the spike head itself might fiy oB from a hard blow. MR. DABNEY (New York Central): On the New York Central we have developed a tool that b tapered and split through the middle and has a striking face tike a chad, and b used with a handle similar to a chisel We call It the spike nipper. U u sent along You still have-a possibility of striking the tic. MIL ROBERTS: 1 meant to remove the tie from under the spike head in order to permit the daw to fit under. MX. DAVIS (Burlington): We use tie plates on our railroad, and I don't know how you are going to drive out tie plates- so you can do as Mr. Roberts ays. CHAIRMAN NAFF: So Ear as the Nor. folk and Western b concerned, we do have a rule prohibiting striking the daw bar with any kind of a hammer. These are places where you have spikes that you can't get to very conveniently with a daw bar, end we use, and I suppose all railroads use what we with two men, and it b Upend down to a point to a V, goes under the spike, and b hit with the sledge by one man while this tool b held by another, and that tabes the spike sufficiently to have thb Claw bar inserted under it. Wc <to not permit striking the daw bar with the spike maul or sledge. In our kigs gangs they have five, six. seven men ahead to nip these spikes before hand. Howeva. there are soma places where you cut's me it, and in those particular-places we use what you mrndooed before, what b commonly known aa the toad master. MR,* FRENCH (Milwaukee): Acrideni Railroad Section 37 prone employees pwaat a distinct problem. What can be done them? MR. Mart TH AN: 1 would say. briefly, that fine aad honsa, a railroad employee mutt be made to reaMae that safety first b just a* personal as Ms wmbhrmb. that be as an individual - so pnft moat by the safety program, that accidci prevention is not an abstract, vague matter, but an evoy-day way of tile and dmU be just as applicable as the law of gravkatioss and as comfortable as a pais of o(d sbaaa. Do thb. assd ruom aotidest- prone tunilcyau will antomatioJly remove rKwwtrw* from (fab asegary, and those who stiD nnda can, 1 tfafnk, be handled by a good job of pernio--1 analysis. jiat a rough rumple, Show a machinist, as an cumplr. that became of the fact that be was Inrelml in amny falling accidents, it b to Ms own atifisfa advantage, to the ad vantage of fab body and their future that be to seeae other type of work which doesn't,require fas* going of the ground, and I bdkre that In nut casrn fa* will be willing to do tint. CHAIRMAN NAFF; I (lank we all have trouble with the acsidcut peons employee. It may be xnt physical mufirim, eg he may be dissatisfied, sc he may be a square peg to a round hole. Yen n bare to change him to other week. MR. BRAIN (Sou List); The speaker may be anssreriug eer questions, but it b difficult for a taUrcnd amebinitt to change into any other oasjaiios. Chn yen ship him of to soother rood? MR. MacLELLAN: Perhaps I could give a Ikzle pmsssl experience on the Southern Pacific that may answer yemr question. Certainly we don't warn to peddle any body of aa illifter--if_ and there b enough dirarificati-- off amigoo--* for a machinist to week aa a mdmia so that he can. if be finds tha* he b subject so dizzy speUs or odm fscsoea. pfayrical buns which would sale him pe--m so faffing, find another job time would mu cake bins ofi the floor, Thb b whm we 4s in c-- where men are subject to epileptic 4m That certainly is an actidcac-poassr nqkycc. assd we know it, so Mr. Lowe fan go-- to the nrtirmt of getting that men a bansfa jefe and completely codr> ding hbn with a fence, aad be baa given him a regular path so the sen room so that be would use be endangered fa the event that be did have aa attack while he was going to or from the rat room or while be was oo the job. That is an extreme example, but 1 think it could be do-- with the proper personal analysis. MR. DAAKE (Eric Railroad): What type of line-up should be famed to motor car operators; what information should be shown on line-up* and by whom should they be MR. CREEDLE: In the matter of train lineups for motor car operators, within the post two years on our railroad we have gone to a regular primed form with (he hope that the ne of (bis printed form would be a help to us in trying to ralnlwhc somewhat the danger that exists fa thb regard. U b sim ilar to bm that are toed on other railroads fa the country. It shows the train and the station involved where the report is, and the approximate leaving lima of the trains so Ear as the information b available to the operator at that time. It abo has other in formation such as the ***. whom It b issued to, and the operator's --me. and so forth. We fed that since the faezodnoion of the form we have made a iftinrt nop forward and we require erery motor car operator even though be takes hit Unc-op over a telephone, to write thb down ou one of those forms. I hare the forms available either at hb home or the point abac be takes the line-op. and we find, so far, that they attach a lot more sigpifimnee to this line-up on tbit record form than they used to oo a soap of ' paper. That was Invariably what we Ian into in checking motor car tine-ops. We found that the operator of the motor or had writ ten it down on a xrtp of paper, and he sometimes had difficulty fa identifying to day's from yesterday's. They were all in hb pocket, wiv<4w< |a many macs. We haven't bad it in service long enough to have any accurate record, but wc fed that we have made a distinct step forward In thb very important matter, boat-- if anyone bad developed, even in a small measure, something that win reduce train motor ear accidents, we certainly will go forward in safety fa thb country, MR. BARNES (New York Central): Is ihu form nude In duplicate so that there is some record kept for the supervisory office? MR. CREEDLE: It b generally made out to duplicate and a copy b always kept at the sending office, as wdl as given to the opentor. 38 35tk National Safety Congress, 194? MIL BARNES: That prevent! the section foreman, then, from using any piece ol soap paper in cue he didn't have the form*. He has to have the forms with him. MR, CREEDLE: The instructions are that be has to have the forms with him, at the location where be gets- his line-up, and to use them even though be isn't able to get the line-up from the operator direct, that is, handle the actual line-up. Even though he takes it over the telephone at a distant point, he is supposed to write it down on this form. MR. HOFFMAN (Sc Louis Southwestern Ry. Lines): Mr. Creedle, when a motor car gang go to work between stations, several miles from an open oSce, in some cases they may be three or more milo even from a telephone, and they work there for several hours. What procedure do you follow for that motor or to get to a telephone or to an open telegraph office? MR. CREEDLE: Of ooune, that is a tough problem, hot we require them, wherever pos sible, to either go to the nearest telephone where they can reads an operator or rate a company line which may be available as a signal line or dispteber's phone, in order to make that contact, ifat all possible. Of course, there are times when thu is impowibJe. MR. HOFFMAN: Do yoa furnish portable telephones to yow prgt, and do you have any objection from any of the organizations to the men contacting the daptdm? MR. CREEDLE: Yes, we do, I will answer your last question first. We haw a very defi nite objection, and wc have recently signed an agreement with the organization which prohibits the motor or operator from re ceiving a line-up from anyone except an operator. 1 say "prohibits." In 'the case of an emergency, of course, we will get. the line-up only in the hot way available. Never- theics. we will be subject to a penalty of a call for the operator who should have re ceived the olL That, incidentally, is very restrictive, as you say pun. > MR. MUMFORD (New York Central) Should employees be pomitied to get oq and off slowly moving motor cars? MR..TREXTON: Our rule is very explicit on that Getting on and off moving cats ex cept in emergency is prohibited. We have bad accidents whoc they have violated that rule, where it wasn't an emergency. Section men, line men. with the clothes that they have on, are very clumsy, and they come up with broken ankle and fracture*. MR. FADUSAIRN (New Haven): What is the best method of opening and dosing balky or doors at freight bouses? MR. LaFOUNTAINE: I think the method of handling those bulky door* is very simitar all over the United Sates. It nukes a Utile difference if the car is up at the platform or standing out in the open where the man hai to-be on'the ground in order to operate the door. If the car is up at the platform and we don't haw these Monarch car openers, ol which we haw only a few, the man has cither got to get the ctr open with a jimmy bar or attach the chain to the door and use a truck, and we use both pyferA If it is down on the ground, a man cut ue the crock, be has t* depend on the bar. If there is freight (caning up agaiaat the door or something inside the tar, there is always a possibility of that fell ing oat on him when be is getting the door open. MR. LOWE (Southern pacific): May 1 offer a suggestion that you ought to seriously consider? May 1 suggest that you all frown on the idea' of using a device of that kind and hitching it to the grab tow, because of the dangre of interfering with or crocking the safety device. We haw had toaoc experiam of that kind, sad we absolutely forbid the use of any sods equipment that is attached 30 a safety device eu the car. We axe developing oar of our own which we think win omtaut that feasibility, which has been patented and is cm the mar ket. l am not putting in a plug for fit. but 1 jiut want to my that it is a wry serioos mar.ter to put such heavyscram on any grab iron Perhaps tomoctaw a bcakeaaui ar mUdmu is going to go under the wheels by reason of the failure of that particular piece of equip ment. CHAIRMAN NAFF: Oo yes knew of a fenme? MR. LOWE: Yes, air. CHAIRMAN NAFF: L personalty, am an glad to get that information, because we arc now gatingoat some of the power pollers on our own railroad, and that fe the thing that I feaxad in the- beginning. MR. DAVIS (Burlington): Mr. Chairman, we pttrchwed four vf those power pollen, and use them al cvr tupr freight booses, and upon inquiry recently as is wha the Railroad' Section 39 men thought of them, with the thought that perhaps we might attend their use at ocher points, 1 was told that they are not using the ones that we bought. Now, at your large freight bouses you have plenty of help. But here is this beakeman, and the coodnexor, maybe the agent out here at Podonk or sm other little petit. He is the fellow that fam to break his back to open some of there doors. Yon can't haw one of these power dnfan cm all of your cabooses. At team we don't think that is practicable. We haw some injuries as a result of opening and rinsing seme of there doors at oar freight bouses, bat I am not amviaoed that the power poller is the answer. I agree with what. Ur. Lowe says. A grab iron or other safety device on the or is a poor place to attach anything f this kind. MR. DeWITT (Nseihara Pacific): Do you favor standsnliting on two kinds of goggles, one for heavy week and mother for light work, or do ysm fever the me of several dif. (sett types for variens opexsthms? MR. WDSCfo Of asm, the ideal situa tion would be to haw nor type of goggles, and we tried that, noc wish tea nock lutcts, by having a heavy type coverall 1 might say (hat gaggfe as adopted by pot ting it cot to acorn ef chr htqr"` 1"*"* and asking the men for their approval of ft, and the majority ef the men tint had the goggle tm the test appeared this pnitkahr goggle, bat later cm w had dfondm among the men, and they msarf a ilifirrent goggle. So we haw since adopead a spaaade type goggle, with side prntimien am it. and thro also, in additfom to that, we haw a plastic goggle chat we are miag sow. So we now hate three, hot we scat haw peemme for add*, tfooal can t am aarc that if we satisfied tniyUnly. we vmU hew ewa saase home, made goggfos am the jefe, and we have to sop msher. We foal we haw jmt about aS the ptfa we ose to haw cr coaid haw at ***** time. MR. WARD (B ft O* ffawrtf chore boys, lift trades, carom, and the Kte ured at freight matsero he equipped whh piwuuu to control the speed? If so, what is safe maxi mum speed for such equipment? MR. TENNEY: I don't believe our rail road is big enough, from my own experi ence, to give you the last word on this. But we haw not recognized any need for govcroon. My viewpoint Is that speed is just as relative with iexpect to those kind of self propdted machines as it is ou an automo bile. On a large pier with no obstruction, selfpropelled equipment can mow much fester than in confined spaces. That's obvious. I don't believe a governor can replace supervftioQ, in requiring ti*t* equipment to be l*pdjtrf at peeper speeds to meet the many varying caoditiom. CHAIRMAN NAFF: l am going to ask Mr. LaToontainc to comment 00 that. MR. LaFOUNTAINE: 1 made a liulc note on it, on which I dictated these-mcmages: "llte use of power equipment has entered into the picture very strongly doe to the wry targe sbipmotts which are being <* packed In one parttenter container. The power equip ment tint we haw amgaed to us Is in con stant ore, and I would my at the present time is very twmritl and occroary to the operation of a warehouse handling a large volume of freight. "With regard to the speed of this tractor, in any ase, we agreed, and I dacTiwrl this with some of out accounts, that we didn't need any speed controls on this tractor. It waa a that depended largely upon the situation, whether the platform was open, whether they could mow along, whether they could see with a little greats speed, although at no time ss the speed of these chore boys high: while hi another case, if the foot was rrnglutted or if it was inode the building, a little good judgment is acresmry and the speed should be restored in order to operate it safely." CHAIRMAN NAFF: ] whh to thank each member of the panel for hh assistance, and 700 gentlemen in the sadkaev. those of you who haw participated in che thtamioa and those who haw been so attentive while these questions haw been discord. tu -am w &bMi&teliUmA 35TH NATIONAL SAFETY CONGRESS VOLUME xxir RUIBER SECTION NATIONAL SAFETY COUNCIL, INC. 20 NO. WACKER DRIVE CHICAGO 6, ILL. Foreword rj^HE TiMMrfiwM of tbc 35th National Safety Congress and Exposition, of the National Safety Council are pub* lished m 29 volumes. Volume I includes the Annual Meeting, Banquet, Women's Activities, Index to all volumes and List of Exhibitors. Volume II contains the ASSE Session and the Industrial Subject Sessions. Volume XXIX contains the Early Morning Sessions, "Psychology You Can Use." Each of the other volumes is devoted to the sessions of a single section or dxvisaon of the OnuadL The transactions are a record of the proceedings of the Congress, condensed and edited for reference purposes. The complete original manuscripts, many of which charts and Slustratioos which could not be reproduced here, are available m the files of the Nations! Safety Council The National Safety Council seeks to dlmrwate from dis cussion matters not pertinent to the aims of the Council. However, it cannot accept responsibility for the views ex pressed at the Congress or in this record. It is expected that the near format of these Transactions will permit wider and more effective use of the material re lating to various fields of safety. At the same time, the whole set provides a complete and indexed reference work on all phases of accident prevention. TBZ NATIONAL SAFETY COUNCIL MWateDriv mcujn s m. nnmn(.fci, 3 35th National Safety Congress Transactions Ma VoL Annual Meating. BanqiwL Woman's ActirfttM, Indox to ail Voliunnn and ......................................... 1 Iwiftwm gftgtoty ei Sotoly Bw jtw -- nmi SnMed ffnnrtnnn. 2 Alrergft Manuiuulurfnq Stcflcs......... ....................................... .. 3 Air- Transport Sacfiaa.................................................... 4 Antamottvs and Marhins Shop flnotion.........................................5 Comsat and Quarry Sncttoa.............................. 8 Chomiced Section ...................................... 7 Coal Minin? Section.............. t Cocsuidd Vehicle Section................................................................ 9 Construction Section ......................................... Food Section................ Industrial Nursing Section........................... 10 .11 13 Marine Section......... .............................. 13 Meat Packing, Tanning and Leather Industries Section------- .14 Metals Section .................................................... 15 Mining Section ......................................................................................18 Paper and Palp Section................. 17 Petroleum Section............................................................................... 18 Power Press Section........... ...It pufaEc Utilities Section............................. Baflroad Section ................ Bobber Section ................... .20 21 33 Textile Section.................................................. 33 Traffic flection ............................................ 24 Wood Products Section..................................................................... 25 Farm Safety..................................... ............................... *...................38 Boms Safety.................... 37 School and College flreeione................. 23 Psychology You Can Use (Early Morning fliertnns)...............28 PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES TO MfcMBIlHfl 7 (09 1000VOyLi UME ./ c.opies to t.oy?copies /Mte^wpt *4 1 1Less than pages--f jo m. . ' Inja. { . $ . *4 48to pages49 96to pages-- 96 50 45over pages-- **" -3S ** ." jo** -9 ~ ." jo** -3 " -45 (*9Complete set of Transactions volumes)--$no' or men I .ij a. jo" *3 ** -45** NON-MEMBER prices are double member prices. Rubber Section Executive Committee 1947-1948 General Cfuirman-GLEN D, CROSS. The Firestone Tire St Rubber Co, Akron, Ohio Vice-Chairmen in Charge of Program--T. H. BOYD, Manhattan Rubber USg. Div. of Raybeuos Manhattan, Inc, Fannie, New Jersey. Setretery--H, L ANDREWS. The Firestone Tut k Rubber Co, Akron, Ohio New Letter Ed/tor-GORDON TRANE. Hcwitt-Robim, Inc, Buffalo. New York Engineering Committee--S. A. WRICBT (Chairman), Inland Manufacturing Division, General Motors Carp, Dayton, Ohio; R. W. F1CKES, The Goodyear Tire It Rubber C04 Akron. Ohio: T. J. CAIN, JR, The B. F. Goodrich Co, Akron. Ohio Health Committee-F. W. SANDS (Chairman), U. S. Rubber Co, New York, New York; Dr. M. A. THOMPSON, U. S. Robber Reriaireing Co, Buffalo. New York: Dr. R. H. WILSON. The B. F, Goodrich Co, Akron. Ohio; Dr. t, C. HATCH. The Goodyear Tire k Rubber Co, Akron, Ohio Membership Committee--K. M. BOYLES (Chairman), Midwest Rubber Reclaiming Co, East Sc Louis, m. Publicity Commltree--GEORGE BURKHARDT (Chairman), General Tire It Rubber Co, Akron, Ohio Potter Committee--M. f. BADSTUBER (Chairman), The Ohio Rubber Co, Willoughby, Ohio; C. E. BECK, St. Clair Rubbm Co, Marysville; Michigan: R. L. WAMPLER, Dayton Rubber Mfg. Co, Dayton, Ohio Statistic* Committee--W. M. CRAFT (Chairman), U. S. Rubber Co, Detroit. Michigan Members at Large--%. W. BECK, U. S. Robber Co, New York. New York; "R. A. BULLOCK. Corduroy Rubber Ay Cnod Rapids; MtAiyn- "R, 5. FARNUM, U. S. Rubber Co, .Detroit, Michigan; "O. HOPKINS, U. S. Robber Co, Providence; Rhode Island; -C. F. HORAN, Arrow Mutual Liability Insurance Co, Chestnut HOI, Maan; "ROLAND KASTELL. U. S. Rubber Co, New York, New York; *J. M. KERRIGAN, U. S. Rubber lUdaimiag Co, 1^ Buffalo. New Yotk; *J. T. KIDNEY, The Goodyear Tire A Rubber Co, Akron. Ohio; *J. E. LOVAS, U. S. Rubber Co, Passaic. New Jersey; *W. L. SCHNEIDER, Tbc B. F. Goodrich Co, Akron. Ohio; *P. VAN CLEEF. Van Cleef Bros, Cbiofo, minots; Dr. J. NEWTON SHIRLEY, Arrow Mutual Liability Insurance Co, Chestnut Hill. Mimrlinints Stag Representative--T. A. VAN ATTA. National Safety Council. Chicago. tOinou "Past General Chairman 5 6 35th National Safety Congress, 1947 MONDAY AFTERNOON SESSION October 6. 1947 Presiding: ROLAND KA5TELL, Aafacuu to Superintendent of Safety, U. S. Robba Coapuy Tbs cmd Tab* Gating By L. E. SODEBQOIST Chief Engineer. McNeil Mcrlilne & Engineering Company A vuianizer has been tailed "merely an ap paratus for the opening and dosing ot a the mold." However, the modem vnltanhrr atoo' performs other automatic functions. suds as timing, valving the various etement* that make up the cnxc, and stripping the the from the mold. It is the combitadoa of these various performances that matrw the machine complex. This discussion dealt with these fniwthr of the vnlcaniser and their relation to the safety of the personnel operating the ma chine. The operator's job should he aende ae simple as possible. The following procedure represents the minimum routine tint tfacnld he requited. Operating- Procedure Although the functions required of the op erator seem tifflpto, hazards asc iufwuvn in most of theta. For example, if cooneexioea nc and to imow the cared tire; tine is simp the pornttOity that the operator may leak the connections while there is s in the bag to bum 1 news, paiticnhtriy ok the panpr tire star ptmo. are safer, became the aamsaSen breaks Wt Hoping of the noH. pnfarisdy whese m case the dope fhho hunt the kt aaaU. Closing of the nkaiiar. X hmM paap- eriy, does not ! umh d a kaad hoc entth BtottloasmasMMiaim- If possible, the vulaniu should be ar ranged to open automatically when the op erator is not in the immediate vicinity, hi case the safety device should fafi. On vwlcanizers which the operator has to open, a curing bag may explode or the stem dome may open under pressure, causing serioo injury to him. After the vulamlzer has opened, the op erator should disconnect the internal coring bag line, remove the cured tire from the mold, blow out the mold, or dope the mold according to the practice in tus plant, Nest, he should place the uncured tire in the mold, make internal connections, and pat on the serial number. He is then ready to posh the dosing button or valve. After pushing the dosing buuoa, he should step away front the vulcanize to eliminate any possibility of his being caught in the madilnc. All sec ondary operations, such as rinrfng the mold and immediately opening it again for inspec tion, should be avoided. These operations add to the number of functions required of the operator and tend to confuse him. Also, the press should not be opened and dosed for rimming of the bead. Vukxmlzar P--jga One of the Cm npbtaroi In At of the vnWittfarr, whihi tiro er t that it have snSdeM uaagh la h raoUt lopthu1 who the aniaan is loaded to the anlem hag er asi sum The unit ihmU hew a hear d i as Icbk five. Ze ocher well, al ^ fold the meld c together, fane jiuk^c the Rubber Section 7 widely used Is the power driven toggle type. This method has proved popular because It is inexpensive and provides for a great deal of sqoeeriog load. The two types of toggles used are the over- locking typ* and the outward pressure type. As the toggle oomm to a straight line, analysis will show that the load approaches infinity. However, bccanae the bearings in the absofb a ivmin of friction ,wJ be cause aD metals will stxetdx or compress un der toad, the actual physical load a linkage will produce does not approach infinity but it docs bond up nuber rapidly. Users of vulcanisn should be famtuar with time facts, for various conditions can change the factor of safety. For example, a vulcaniaer may require bolding a load of 400,000 pounds. AS parts have bees designed to bold the mold together with a safety factor of five. However, lifting the load of the mold at some untamable point in the linkage may require a motor or hydraulic cylinder of a certain rise. After this motor or cylinder has been added to she yuhaarnT, the unit weeks well, cur ing tires sod tubes without any apparent UKihiv. However, unknown to the designer, rids paitinifar motor or cylinder b capable of pcododog a sqneoe on the mold of 1,000,- 000 pounds, curing the factor of mfety to two. This metal is under my high tout and may The war of a vukanlzer should make sure thac dm gnu is capable of the load indicated by the nnuhdutr. These are vulcanizos o >fae IcM mhy which can be greatly over- Mrtirmlrnl Protection dm vuInnings used in curing lu % ** S moods. For the past u the majority of tube vulcaniscTS t fonwfccd with a safety bar in front ill. so wronged that if any part of oar protrodes into the asea, 9 hit the put aod immediately stop 1 the valaniw. Tise vmkiniim take bom 15 to go seconds so dm; depending an their size. It is ctm- sMcsod good ptactiee to have safety bars on them volcaniaezs too, even though they mOTe tdathdy slowly. Pfscsut* Safeguards Perhaps the mast froqocot accident on vulcanixexs cxxan when the ralcubcr opens while procure still exists in the caring bag and. as a result, the opentor is burned. To overcome this hazard, Maynard, back in 1935, patented a combination which uses a pres sure switch oq the pipe line to the curing bag. This switch disconnects the power source so that the pres can not be opened until these is do more ptessnre in the pipe line. This method has been universally adopted, and practically all tire vulcuuzers today use some adaptation of this pressure twitch com bination. This pressure twitch, however, has a weak point in that it measures the pranre in the pipe fine and not nerr--rily that in the cur ing bag. The curing bag is fad with a bag stos similar to that on a tire inner tube; and this stem has s very small opening. This opening Is usually the smallest in the line and may became plogged bom refuse Ln the curing bag. since this nets must be located between the bag and the feeding pipe line (in which the pressure switch is located), its plugging means that the bog may have as much as 350 pounds of procure while no pressure exists la the pipe tine. Consequently, the vulcanizer can open with mi pnsnic in the bag, causing a bad optottoa. Further more no pressure switch oa the market to day operates 00 prorates as high as 350 pounds and at the tame time is sensitive to the lower primes, as required for satery. To prevent expiations of curing bags, which most be fad pianxt by means of a valve stem, the strain gauge, a safety device react ing to the-promue in the bag rather than m the pipe line, has been developed. Since the loading oq the vulcanizer in dicates the pressure in the curing bag, this pressure can be gauged by the load on the vulcanizer linkage. The strain gauge afety in Its present form therefore becomes an in tegral part' of the vulanizo and prevents it from opening as tong ax any pressure tends to separate the mold. The strain gauge safety is connected with the two pans that form the bearing and shaft immediately above the mold. Inasmuch as the linkage is holding the nitaniar closed un der pressure, the clearance in the bearing k on the lower side while the top of the hearing is tight and under pressure and the strain gauge prevents opening When the pressure in the bag has been fully exhaust ed. the press out open. The linkage must now pidt up the top mold, so the load g 35th National Softly Congresst 1947 on the beuing has bees reversed and the clearance is cow on the top of the baring. With hifting ot the dtanmr, the electrical switch attached to the top link is raked in such a way that it misses the ana attached to the shaft. Since this domical switch it attached to the power sontoe, if ia contact it broken the prem win nop. It the valve an tm become pinged. Che Maynard type switch is therefore inoperative, and the press has started to open. Since pres sure exists iii the curing bag. the linkage Is still under hod. There a no reversal of lend and no change in the denote. Since the switch attached to the top link does not rise, in its opening movement it interferes with the arm. breaking the contact to the motor and stopping the vulcanixer. So that this de sign can work, the press must open slightly, but bts slight opening is not anSdent to cause the bag to ^explode, hcranse the tire cuing arid bag are of very heavy consornctfoa. If the valve U completely plugged, it h ia- p->--to release the pressure in the bog. In this case, everyone should get at a sale and the prem should then beopened by other means. , This switc is being rather widely adopted. Its only diadvantage is that It is very arwithe to tow preware, and ia many plants the exhaot lines contain pressure chu win op erate this switch. Mold Changing Safety men shook! make sure that the meld rfisppn sufirienily tighten the sop fete that hold the mold ia place ia the whmfarr. Ia vulcanimn cop half of mold is f--in >h press by asui of wan cc cap screws. In some ia>wvw, na nse washers under the bolts that only got or two threads,cm the bolts ewes' the mold. Safety In Wtriimikd Goodi Curing By J. E. LOVAS Safety Sqpmriiar. 0. S. Bubber Company Horizontal Hsates Since the discovery by Goodyear in tSg of ihe TuloisiiadM of robber by haring with sulphur, many varied typo of vukanlam have been pwpmitdy designed. In a mechanical rubber goods plant, virions methods are used to carry oat the operation of vulcanization. The most important axe open <***"* cures and press cures. Open steam cures axe used chiefly for cor ing hose; tubed goods and insulated wire. For this purpose a horizontal cylindrical vnlcaoizer, or beater as it it commonly known, is used. It is an unfixed piusurc fmd bwQt to operate with high pressure store They are safely constructed under the American Society of Midaeicd Tiigliwrre American Standards Association and Sate unfired pressure vessels codes. Despite the fact these heaters are con structed according to the foregoing standards and regulations, attention should be paid to certain accessories when installing for operat ing purposes in the plant. Some of- the accessories are: pressure relief safety valves, ana gauge*. reducing salsa or arenairir regulators, ihrrntutiui, team traps, blow down valves, vent or tearing valves. Wfcty door inter-Jocks, edtreil and talBWl tracks, carriages and winches. Whenever pwriWc duplicate pmam re lief safety valves riuuld be hntiTInl Owe see slightly ab<~\e the operating fiunu and the ochre at i (. safe working pieanre of the vhkL la this way the firm valve would pve vusug of cseewive pismire. To Ti 1 agalnc clogging by coming la srith esnohe vapors faon* vuioaintioo these valaa Uvmm be installed In > supply line. Ow extremely low heaters, an pipe srith at lea the same aw sectional area as the ofety salve, sfaoold be ---i so the valve to conduct the mob beyond the waking area. This k so prevent possibility of bam or scalds to anyooe waking in the ua of the valve when it blows. The'escape pipeahoold be so aiimgcil as to prevent the high wmprranne of cstawring steaia few coming ia contact with realrnt fire am* trol and sprinkler sysieasa. Rubber Section 0 Indicating steam gauges should be installed and thorough internal and atonal inspec where they are dearly visible to the operator, tions of ad beaten tariorting all acaoorica and should have dials reading up to at least connected thereto. External inspection should daws the safe working pressure of the he made "* every three aoatfaa and in vtoeL ternal at lost once ads year. Redudng valves or automatic regulators axe All operates* of *--t* should be warned installed before the safety valves. They should br controlled by a common pts or globe- alve to Insure safe operatloa should the nuudflf valve or automatic control fail to funafoa property. Os an automatic regnlaion, the atom valve should' be of the in direct aaiug type to guard against a pewsble hecm4M.i1.as of the power medium. of the twaards involved la the we of smw undo- pccwuie. and carefully iia 1 if ted to follow approved ale rules of npmrino*. The asuml to be cured should be *- csrriy placed oa the heater carriage, and the door ttsda secnrely placed in pcefelou be fore refling the carriage into the heater. After the load k placed ta the beater, the door If (he valve wm of the direct acting type tracks are rrmnrril If the beater is equipped mdt htenyha amid allow atom to nah srith a quick opening door, all lugs sbmiid "moo tm spew heater. Besides pcwwble bums so impltiysis who aright be in the area, sods {tage of steam baa the room might abo cmm the qirinkWr heads to fsef. Thk in nn mU cease serious damage to prorewert and sew oetreials and equipment. As an aMkaoowl safcgwiTd the pie or globe-type ihwt-oC she should always be dosed when the heater k net in nc. Pwr dawn wba axe used to relieve the be entirely dosed to that each htg carries the proper lead. If uring a bolted door, tighten aQ bolts gradually and evenly all around so that the entire pturaji will not be thrown on a few of the beta. Use a wrench which wifi 00c over-strain and injure the boltx. la lighten ing bolts, take those which are diametrically opporite cadi ocher to get uniform tension. AQ bolts should be used at an times. apply k bM- - * 'waters axe connected to a through the blow down . valve should be placed in we to prerent steam from be- J into any opes hater from r in the battery. As an added ; aw spsn beater should not be MK W fes blow-down valve open- The are or rating valve should be footed (fee op of the htttre tbcQ, as doe as pasA* to the door. It should always be used so dorisi if there k any pirwiur rrmnin Where automatic contrbOcn are not used, partially dose the blow-down valve and ram oo the steam supply. When curing pres sure or temperature k established, completely dose the blow-down valves so that the steam ' trap tan discharge the condensate. As the curing cyde k completed, dose the *# (apply valve and opes the blowdsm nhc. Mm the rtram gauge indicates zero prepare, open the test vent valve for aanmnee that no pressure remains in the Lffy aH bolts on the door in the yiw sequence as when closing it. The last bolt to be *amoved should be the one di the deer. This valve also acts as a double on the ofety Intalock. AS toMn with quick-opening doors should be ptoiMui srith a safety Interlock. One of da moa Active k the diaphzagm-opereted pin lock. entering' the hater forces ametrically opposite the hinge. The operator, when polling the door open, should place buoself in a position where be cannot area in contact with flash steam which k discharged when the door H par tially opened. the pin through the tattdwd lug and doorting boles, thereby locking the door. EsteBkl and internal tracks should be property teemed to prevent the better car riage from slipping off the nils. The carriage wboek-should be guarded with toe pushers, m> winches should be employed to move Platen Presses Platen presses are used for coring molded goods, belting, matting, rubber tiling, large rubber slabs, sheet packing, etc Bor molded goods caring the prases vary in the. in so far as the platens are concerned, the carriage ia and out of the hater. A qualified inspector should make periodic from tQ inches to 48 todies. For belting and the other cures they vary to rim Crocs 48 10 3.5th National Safety Congress, 1947 Indies to 60 inches wide and up to 90' feet in length. ' The platens are heated internally with stain by manual or scari-automatic control, at different pressures, the maximum being ico pounds. They am subjected to external pressures applied by tingle or multiple not through the medium of hydraulic water pres sing of *000 pounds per square inch. Three(ore, it is important that careful attention be given to the material used in the cootirectioo of the platens. Steel or meefaanite is preferable to cast iron. ry iron platens have been known to be come ruptured, causing them to explode. One of the causes is unseen tnpahttiooi when manufactured. Others. are concentration on small areas of platen surface, platens not properly blocked to equally distribute the pressure, and metal fatigue dne to constant use over long periods. The mat common Injuries suffered by press operators are burns. Extzrene motion should be employed to prevent coining in contact with the hot equipment. Long sleeve shirts and heat resistant doves should be worn at all times while working around the equip* went. Whoever it ri possible, hot surfaces should be covered with sihocw material. In mold curing operations the handling of molds Is a big factor in causing accidents. .This is especially true while opening the molds before and after the cure and also in handling them in and out of the press. Suit able tools should be provided fur prying the molds open and they should be. maintained ia good condition at all time*. An important step in preventing injuries caused from handling the molds in and out of the press i the installation of hydraulical ly operated adjustable tables which can' be leveled with the platens. Hoists should be provided for the han dling of heavy molds. Where hoists axe need to open lunged molds, the top plair should be swung beyood the go* angle. Where this is impractical, an auxiliary chain and hook should be used. This wiTl eliminate possi bility of injury while the mold cavities are being filled or emptied, should there be a failure in tbe hoisting equipment. Some proses arc equipped with quick op* crating snap-action valves. Such valves should be located in an area where the platens can not be readied while the valve is being operated. I am reminded of an accident that rooked ia the loss of Cots fingers to an employee. When the cure was completed he epomed the tnap-adion valve with bis rigfar hand. As soon as tbe press began to open, he washed into tbe pros with his left hand to wtmmm the mold. For some ttaaai he did was fe meve bis right hand from the win ad reversed tbe position of the valve *0 dm tbe press, getting has fingexs raogfec fastaa the mold and platen. It should be a strict rule dree so attempt be made to reach into a prow ahk is ia in motion and certainly some dtaripEmry aclieo When repairing tarns or the am fadhg blocking should be used between the hum phta croashead and the lower amis em beads. The laws of gitsfty irspujt so mas. The huger preset used for caring heftt* offer additional hazards loasmsdk as asxflsry equipment is used such'as. far riamfilr. over head , let-off and wind-op aiadlnm, damps and stretchers, prow irons and wood spreader blocks. In sddidoo, nswaCy as opera tor and a helper are >ai|ilnynl 00 three prewas and whenever sock is the mac, an other accident problem is cleaned. Assuming that we are aS haSar with standard safe practices far came ipnttim. 1 wfli not go into this phase. However, tbe cranes should be used at all times to place the rolled stock into the let-off eiarMnc and for the removal of the teed: from the wind-up. Never should the stock be' permitted to fan out of the wind-up. The operator should be sure to lock the ooBare 00 tbe bar chucks of both tbe let-off sad windup stanchions to prevent the load fan falling out when itvdviag. The operator should be sotdy responsible far de safety of the persoonrt and the equip--Having cootiol of aO Waiting equip ment be should be sure Us halpcr or anyone che w m tbe dear when operating the clasp or stretcher. Be should be sure tlmt the helper h m making sdjseaana between the yhks in the mock, pros irons or the wood Mnctiag while riqring the prom. Be ifceali roe that aa one is sear tbe wind-up while sirrtag this equipment, and he should see that the pros irons and wood blocks are - placed he the tacks when net is me. Is m fro as the luge ahufluwet presses are onea ersed, the seme pnoatkm tried ia dm apcratkai of hek proses should be osed- Rubber Section U Tbe only difference" luswa three and the bdt praam is that 00 damps or stretchers are used here. ta during I would like to suggest tom safety rules that can he applied to coring prom opoariom. 1. Opeate a pets only if authorised. g. Tret you; "wrbsnirei and faydzauSc pits* mre valves at the start of each shift by op erating the prom empty. 9. Do net reach into the prem while it is ia morion- If any adjustments are necessary, step the prow. 4. Do not attempt to remove mold out of pros until pro* w entirely opened. $, Be sure everyone is in the dear before doting the prom. & Use only proper mob (mold bars, bazamas, krivts, etc.) and keep took in good 7. Blocks should be placed between platens that are bring repaired or deaned. 8. Inspect hanger brackets frequently for breaks or signs of wear. 9. Report all leaks to yoor foreman. 10. Keep the Boor dean. dry. and free of GocrigB material. tt. Wear safety shore to prevent toe in juries. 1*. Mark HOT on hot objects. 1). Molds with broken handles or other de fects should be reported. 14. Be sure mold is properly loaded with insert in place before doting the pros. 1$. Use caution when using air hose. Do not use tbe air for cleaning your dothre or the equipment. iff. Prevent coming in contact with the hot equipment. Use long sleeve shirts and heatresistant glove*. My Best Safety Idea Daring the Last Twelve Months By M. R. BATCHE Safety Supervisor. XyIo Rubber Co. Our bat safety idea during the law twelve months Is a safety slogan quiz contest. This coolest was started fear mootbs ago. It h ap parently not a new idea as coalesce go. bat is new far us here in our plant. Through the co-operation of oar nitty department and management, we have had aeveral contests lor supervisees and departments. Thk dam we derided to have a contest for employee parridpariou and to stimulate more imereti in tbe safety program. Bor each of the next twelve months, em ployees on each shift will be approached by memben of management lor the woedmg of the safety slogan which is posted ew osr dectric sign in tbe main hallway. If rite em ployee on give tbe scare weeding eC tbe slogan, he will be given a doflsr htZL ff fee cannot give tbe exact wording, other ot- pkryere will be selected until ooe can give tbe correct slogan. Prises of fine each axe given os all four shifts monthly. AD dock card employees are eligible. Employee* axe elected to be contacted far the safety slogan by a drawing which cowritis of all clock card cambers placed ia box boxes, identified--first hrft. second shift and so-forth. The winners of oar monthly safety slogan contest have photographs taken and three are posted 00 eer bulletin boards throughout our plant. To date, this contret has proved very satis factory and ran he-done on a larger scale if desired. sUks^i in our plant the total em ployment is 75^. This has already been ex tended to othett,dtririocn of firestone. This i--lot baa bees'mad* possible through tbe mtemwfiflf of managanrent that an effec tive safety program hxfadieg many contest* that tiwnhiv intern* has played a major put ia tbe redaction of accidents. My Bed Safety Ida Dazing th* Last Twelvs Months By G. E. THANK Safety Enqliywr, Hrewitt Robin*, fee. At Hewiu we do not hum tides requiting fee to obtain Coot protcetiop with safety shore aO employees la wear safety shock W* pre- by idling the employee on the need for them, 12 35th National Safety Congress, 1947 and creating a desire in his mind to have foot protection. Although we do not have ioo per cent protection in our plant, a very large percentage do wear safety shoo and the number of toe injuries occurring is prac tically niL Some time ago thinking to find out who are wearing safety shoo and who are not, 1 decided to send out a questionnaire. `Thfe questionnaire was made as simple as possible and asked the following questions: t. Do you wear safety shoes at work> . If you do not, have you worn chess in the past? j. Would you be willing to wear safety shoes in the future? If not, please give reason. 4. If you wear safety shoes qn you recall any inodetu where they have prevented injury to your toe*? 5. Do you ever have difficulty in seenring any type of shoe that fits your feet properly? . What sue shoes do you wear, length, width? 7. Considering the ha that objects contribute to many injuries, do you think that safety shoes could pitwat toe injuries oa your job? Answering these questions was enough to start some workers itiiwttwg safety, u many bought safety shoes who bad not previously worn them. In answering question three a large number, of the nsjikiytn lined the objections to wearing safety shoes. The fore man then had a lead as to bow to approach each worker. Many objections were broken down and the result of the whole affair was that with very little effort the wearing of safety shoes was greatly increased. , Another little incident occurred- at the be ginning of this year. Our Department Acci dent Progress Report Board, at the entrance to ottr plant was not receiving adequate at tention. Feeling that something shook! be done to recall lost interest, I decided to change the type of chart. I bad the drafting room drew tip a tong oval race track. This course b divided Into lanes for each department in oar plant and it marked off 10 that cswh lane has 5a spaces to complete one bpeftbe race. Blade *--*> redes are used to represent the horses en tered by each department in thb rare. The hone; for that department having no kst time acrideoo during the mk admans one space, while the beeves of these depart ments which have a lost time accident remain on the space pserlously copied. In ocher words it simply ahabiw the arkknt free weeks of each deportment. By the same when the weeks in which an accidewt ensured can be counted by simply noting the ambsr of spam the departmental hone b bdhd the large prep of lenders. Vo-prises were nffitirrt. but the bored at tracted a great deal of interest. Whets the fnrrescn and wesfcas found out that there was no way for a bone to catch op with the hsdm ana it ttH behind, all were asdosi that tbdr entry threM not be a laggzr. I fed that this simple chart at lean had wrebesriegm the fact that are had no lest time for the fnt krs weeks. If we can eonthree for the baliner of this yeas with a frequency so higher than the carehdlc hwjwm/ re date, we wtH Saids with the lowest frequency since 1938. Few of the ideas mentioned above are new or unique- The one problems have been faced by safety en^.aeers many timo before. Tiedtally the method* of conquering than are the same, bat cnaridaing each case individually, I gwas the bat (dire that I on bad was the ides that I was going to do something about the problem. Rubber Section 13 TUESDAY AFTERNOON SESSION October 7, 1947 Presiding: ROLAND KA5TKLL, Assistant to Superintendent of Safety. U. S. Rubber Company Has th Safety Effort Lagged Sinew th War? By FRANK SWANSON Factory Manager. Detroit Plant IT. S. Rubber Co. An analysis of the statistics showing adanc m is the rubber industry for the pare iff yore indicate* that the last four yean of the ye* prexhxsd the best frequency reus ia the iff year period, and afro the best se verity tatca. CUrerewiring with the year 1940, fern* froqncacy and severity iouaed natal a high spot ka irs showed a frequency, of igVi aarere per mfliinst boars worked, and a fcifk spot at 194S showed a severity of. 4/s# days Vat per tlioustud boors worked. I might call to yeer mind that it was daring the 1940-194* period that we woe either gming ready for war or engaging in our rest or renMii year of war pcodacrioa. Many things happened daring that time which normally would cootribote to aa Increase la the frequency of accidents. To begin with. tbe/industry lost many of its mwt ccpotesKcd employees. They either were inducted into the armed services, or perhaps they shifted 10 the more owndal indnuilri These people in many instances woe replaced by iootpoiocni workers and oftentins by people who would not normally have been employed in industrial plants; Ob viously, these conditions brought about a situation which was responsible for a bad atrident record. I might also add that many jobs which had previously bear dooe by male tabor oa the'theory that they were too heavy to be done by women, or too complicated, were taken ever and more or las eoccesrfaCy performed by women timing this period. The anxiety exhibited by everybody to get the job done, so that the boy* in the service* might encooptgr no shortages, vaulted in CTerycoe's wanting to pitch in and do hk utmost. It is my opinion, therefore, that the increase re noted during *40, *41 and '4s was loir compared to what might have been ex pected. The tremendous effort placed 00 the elimi nation of acride&U, and the collection of uridai hazards, that stemmed directly from Washington ia in various bureaus charged with the-procurement of labor, and from the National Safety Couodl helped check this increase. Aa outstanding example, and one with which I am posoeaDy familiar, was the Safety and Security Branch of the U. S. Army. Tbs Atmyioand, in many instances, that they had to buBd the facHitics for manufacturing articles, and either operate iiwi or bare than operated by private con cerns. With the manpower situation as it griwod, everything possible had to be dooe to instruct this manpower in safety so that there might be no interruption to produc tion of goods, re weQ re to insure conservation of manpower and materials for the levies. Therefore with the foundation of the Safety and Security Branch, hundreds, and 1 be lieve, thousands of individuals, both dvQian and military personnel, were trained and prepared ia the engineering feature* which would enable them to recognize a hazard and tafcg steps to effect its collection. They abo aided In the preparation of text material which would enable plant operators to train their employees to work safely. Starting from scratch, this very rapidly developed into high gear, and I believe' that the drop re shown in the frequency of accidents afro 194a. can us attributed largely to this activity. Everyone of us, who was eitba at a gov. emment-owned plant or at a privately owned plant doing war work, had experience with both civilian and commlwfoned personnel in the form of various fire or safety inspectors who. after impcctiou of our properties, were pertinent in their efforts to riiminate fire and hazards.- This persistence on their part should be commended, and the results they obtained speak for themselves. The astmai result from all of this activity, in cwuacciion with safety and fire protncikm and pievndos. Is aa awakened ovwdwa- ness oa the part of aQ uslsaiy and all per sonnel connected with frufamry In the sad 14 35th National Safety Congress, 1947 ihh rmttrr of safety actually if what tome ot the safety mm bad been trying to teJ of for many yon. Safety is just another factor in tbe ortraQ manufacturing picture, the as quality and quantity of produc tion, cost of opoatSou, etc. The way to con trol it and "ate pragma in connection with tbe ehmiration of its dreadful toll is by means of tbe same that axe used in attack ing the other factors in the production pic ture. As a remit, we find throughout indus try a definite stepping-up of safety activity all the way down the line from top management through supervision and to the man on the bench, Thk was helped by the educational cam paigns which front the government bcxreans and from tbe National Safety Coun cil. Hazards, which bad larmaiy bees taken lor panel were, dating these pan, brought oat inso the open vietc evttybody could look at them, sad they were attacked with sack asTBlid dust that marked Improve* ---- woe obtained. 1 am thinking paxtfcu- bxty of oaspnkml disease hazards. tbe coasrol of dot and toxic substances. Dariag the war we bad to ose many sobstxtaia whkh were not as safe as the wbkh had previously bees avail able. and we were also called upon to tne amy new --which in themselves sue jiigout, ba bad to be used in order t -* required results for tbe implementa tion of the xilml services. We learned to do these things safely as just another wait of osr regular day's wotfc. Tbh, I belief another rn !! w-- the inf"*aw* safety activity dur ing the war effort was successful. It demonww ifeaity that it is attirdy practical to a plut in safe manna*, and Chat the approach to tbe problem is 'exactly the --aw as tbe approach to any other problem tbe operatioa of the plant. Up to mnr 1 have in a limited way gives sy interpretation of what occurred prior to and daring tbe war, and now to get down to the real question."Has-the Safety Effort i-sggwt Since the Wirf" On p*p* jS of tbe National Safety Council's publication. "Accident Facts,** 1947 edition there appears a table showing tbe dmngts h> injury rates by indastria ijjo-ihk For the rubber industry, we find that fay using tggo as a base year with an index of 100, 194a prodnoed an index number of 91, 1945 came up with SO and >945 resulted is an inrfer of 77. Thus, we start with 1941--9 points bet ter than the base year, and the expafeoce in *46--14 points better than 194*. Severity, as depleted in the same cable; docs not show tbe same picture. In 1941, with an inda of 94. we went backward and through 194S wc have increased to 117. 'Hus is an increase of approximately <5 per rent. What do the-- figures indicate to you? To me they indicate that the effort towards tbe reductJoo of accidents; and tbe activity which was directed toward the cjouectloo of hazards, have gooe forward, and. If anything hare been stepped up since tbe war cfott was terminated. This, I think, is exemplified by (be decrease in the frequency with which ac cidents have been ocemring. The increased severity may be accounted for la pxzt by in creased compensation allowances in some states, and the fact that employes In gen eral have been working steadily, and bare a tendency to stay borne and make coapasttJoQ as of some minor **'*'*--w Husurer, the increase In tbe severity cate would seem to indicate (bat special attention mast be directed toward tbe dn or type of acridsnt that produces tbe greatest severity, in ueder that special pressure may be placed here with (be expectation of better results. Tbe reasons for tbe decrease in tbe fre quency of acodests in tbe rubber industry ire many. In tbe plant where 1 am looted, one thing which has been done to help us n our battle against aeddenst baa been tbe institution of an orientation plan for all new employees. During tbe first day upon which the employee is identified with the plant a considerable portion of tbe time is devoted to both safety and fire protection, including an explanation of tbe haords that are en countered in tbe type of a plant we operate, and especially to any >"< which may be encountered 00 the job to which-the new employee b to be amfgned. Tbe safety fea tures that have been provided for the pro tection of the employee are explained. also the proper way ia which to aae features. From the employees who go. through this program, we get an rxtrifent response with regard to its cftctlvtucsr, and from the - foremen we get renffdgable pxake for this new type of orieated employee. A revitalized sugftHluu system bat pro duced foe m many c0 thought out sugges Rubber Section 15 tions few tbe eUmhntioB of accident hazards. Sometime ago an analysis was made of the accidents occurring at oar plant, and it m determined (hat dm spenboa of electric tracks and elevators eentribmcd ia no small measure towards oar acridmt frequency. In enter to costea thk ritnatkm we first estab lished rales and methods by which the job could be done mfriy. Our second more was to take an operator off (be job and train to be an instructor. Thk was dene in a highly concentrated imtxodar tnltdag program of to hours. After thk hammer tad completed hk training, he ia teas Waited to train, fine, all new operators m they were hired, and second, all old employees regardlew of length of service. Moreover after the new employees have been through thk wfarfug enunc they most pm a written sartniline before they are considered as pomww employees cm thk type of job. Tbe older employees are required to pam the same examination. In instances where old employees tailed to pam, they were green some mere highly concentrated Utstxoclions and took the anamination the second time. A my few of the exceptionally effefeut. careful, older employees whose records indi cate tint they hadn't had any accidents, were not required to take the examination at all. Thk plan in its entirety was gone over with tbe union icpimntatrrm before it was ever pot hi* effect and was accepted by them whoteheancdly. and, as a remit, employees, who haven't measured up to the standards re quired by these tots, here been leiaarad from the job with fell approval of tbe union icptcacntstlm. The mfety record of tbe employee in tbe department k wed ss esc of the factors in the merit rating of employees. An examina tion of the experience la the departments dhdoses that since thk plan has beat put into effect we have wot only bettned our ac cident ciptiikace but we have aho increased tbe cfidcsty of the people tn the department and reduced substantially tbe damage caused by careless operation of equipment. Our success in tbe training of elevator op erators and electric truck operatore gave birth to the idea that tbe tame method should be used for training employees in the mm and cafndai departments. We, therefore, estab lished a sec up of rales, methods, instruc tions, etc, similar to those mentioned for the previous department, and then pot the new, and old employees through a six hour intestified safety course. Tests are given at tbe end of three hours of training and again at the cod of the rix hoar course. I have ampla espies of these rates which 1 will be very happy to have anyone look over if be arcs to do so. I believe that there is one farther activity that has been carried on at our plant to a greater degree than before the war, which aka has contributed substantially to our ac cident prevention picture. This is tbe sellimprovement conferences for supervisors that baa now been in effect far approximately two yean. Ia general, we use principally tbe con ference leader type of program bat vary it occasionally with instructional type by a spe cialist la some particular field. We have bund it to be good budnew to let superrbon them selves dictate to sow, extent subjects that they would like to have covered, and we have round our supervision to be mote than anx ious to get all tbe information they can with regard to how they might better our safety experience. From tbe few facts that I have outlined with regard to etpoicow and activity at our particular plant, and from my analysis of the etpofence in tbe rubber industry, X am happy to say that my answer to tbe question "Has the Safety Efibrt Lagged Since the War?" would be do, an emphatic no. In daring, X would llke to caution everyone that, even though I believe this to be a feet, I still feel that instead of merely guarding against any laxity or lagging, wc should drive Cor an acceleration of tbe effort. Comtnri Standards Versus Taddtf Standards By FREDERICK S. MALLETTE Akron. Ohio In recent years, several States have preorai- contain provisions otabtkhing maximum pergvferi InrfastriaJ botith hazard cuds which mkrible concentreliens for toxic dusts, gases. 16 35th National Safety Congress, 1947 vapor* and (uuo. Tlioe figuics arc, of course, familiar to all industrial hygiene personnel hut* to ibe anapony not equipped with this service, these term* may be somewhat mysti fying. A short review ot their souroes and purposes is thodote indicated. Until the last t$ or so years, most ot the wort in the field of industrial toxicology was performed by German weaken, so that much ot the experimental data k to be (bund in their publications. Toxicotogy end Hygiene of Industrie! Solvents by Lehman and Roxy* translated by Smyth and King and published by Williams and Wilkins of Baltimore Is a useful textbook fat industries handling or ganic solvents. This prorides information on die toxicity of many of the las common organic compounds for which there is no comparable information in American or Eng lish publications. The field of Indian m toxicology has ad vanced swiftly la the pest to years In the United States. Many oC the large rfwwiinl companies now --"< or support labora tories whose sole purpose is the investigation and determination of the toxicity of their raw material* and products. Among these .'ire the Haskell Laboratory of Industrial Toxicology (Dupont Company), the Carbide and Car bon Company Fellowship at the Mellon In stitute, the Kettering Laboratory at the Uni versity of Cincinnati, the Biochemical Re search Laboratory of the Dow Chemical Com pany at Midland, Michigan, and privately supported research at various colleges and uni versities. American industry need no lonyrr look abroad for technical inforautiou in this field. Practically all of the German work is based upon animal experimentation. This has many advantages but also a few drawbacks. Ani mals are now being exposed to experimental concentrations of toxic chemicals on an ex tensive scale in this country and this fa being supplemented by the careful exposure of human volunteers. These methods have the distinct advantage of being performed under controlled laboratory -eooditioas. In addition, there b valuable information to be gained from the accidental exposure of workers in industry, Perhaps the best con tribution of this kind to be made ft the early work dime by the United Sas Public Health Service in the field of ulicosts. Beginning sense thirty yon ago, morbidity and mortal ity figures and exposures to dusty, sfiica- iw<"r materials in various Industries were correlated by waters of this organisation. This catefal study melted in the establish ment of mfc working Umita for operations producing drat containing free silica. This work has aided greatly fa* lowering the in- ddtact of sifinnaii For a few ocher industrial health hazards, data of thb nature have been collected, but the otptaacfos ef this opportunity has not tww fully wiTn-l Every '*"'* should be seized to "brain valuable information regard ing the elects of knows concentrations of untie rliawnti upon workers in industry. This is dm to my that workers should be transformed bam baman guinea pip* but itat fad advantage should be taken of the results of scdrWanl exposures to toxic chem icals and satvnws The various cades and standards take many forms. Those mad faMaoting Co industry are the aamdasory state and municipal codes which lave had tbrir origin either in fed eral tudia r la Um publications issued by the American Standards Assodatios. This Isrif* mane may cumtaatty provide the bd word oa matiem of this nature. AAA. com mittees Lump rued of experts la dm field ot industrial msdlrinr* safety, hygiene, and toxicology dfeom and finally compromise upon the limit far the hazard fa qoufioe. Acceptance of figures published by the Amer ican standards Association fa becoming wide spread and fa. as stated before, the source of many of the limits now promulgated by date and mnaidpal units. However, most of these limits are baaed upon Icvcb above which physiologically dam aging effects are produced. Many of them are based upon animal experimentation and have the limitations of that method. It fa not always powihfo to carry over results from animal experiments to human application. For that reason a margin of safety is always piprided. Ibr example, la the otabUdzstcDC of the mirimnm permissible tmvrntuiiws tor acrylonitrile, a common coturirnent of one of the synthetic rubbers, the limk raublfahart is half of that which produced deleteri ous effects upon tire most susceptible aperies, the dog. However, recent experience indicates due this figure may be anneceanrffy low so far as exposure is concerned. fa Mdfafo" to the disadvantage of being based upon pathological effstix. tbese ttaret ards do DOC always coaider the production of Rubber Section 17 subjective symptoms, such m nausea, head ache and other manifestations suds as irrita tion of the mucous' membranes. For this m- too interest is being focused more and non upon the use of a comfort basis in the estab- Ifaseet ef maximum tions. concentra Instances of this kind arc continually be ing observed in actual practice in industry, but very Utile hi the form ef published darn `>js appeared. Some recast laboratory exportmend along this Ifas provide an indication of the type of information accessary for the establishment of truly practical la recent publications Silverman and Us co-workers* have explored the possibility of tewing for sad fttsnfafag comfort stand ards under tafcommy controlled coeditioo. Essentially these experiments provided for the expcmin. within a amt rhimhcr of ij persons to raisons law wcsntiatious of organic solvent vapor. The afaacrvm were kept in ignorance f dm rJuwctrr of the solvent u> be tewed, of the cams naarnuisfi u of vapor, being tnnusul r danrsn 1 After a tot period ef i$ mimiHfa the sfasm eu etotified (bo effect f the vapor upon the eyes, nose, and throat as * martian, slightly irritating, or very Irifntfog." fat addition, odor was risstifed as Tlsnb **> modenut, *tnmg. or........pnaufofi," Furthermore, after the exposure was ssmplmd the test person- ad were qautiaaad as m the lord of con centration which they felt would be bearable for an S haw day. This method. owiw. fa not entirely without Aim. For example, tolerance may drnfap which might mmfc the effect ot higher coocentratiose. fa the other direction, there is the pomfbttity thus hypersensitivity asay de velop which wonld fautm the effects of iw lower mnrmmifon. However, the method fa very usefe), and it will gain in value'wben * fSsEs. snpplanented by actual plant observation. The accompanying table, wfafafa has been modified from those appearing In Silver* want publications by the addition of available standards from various sources, illustrates the frequent divergence between the pub lished standard* and the coeeeatntlooe which were found to be irritating or bearable by the laboratory methods. For instance, the bearable concentration of ifa given as goo parts per million. The only standard providing information for a comparable com pound fa that of tooo p{ua, for gasoline as giver In aore code*. Variation fa also to be found in the results for Stoddard's solvent where 400 p.pm. was foand to produce irrita tion but could be borne for S hours, where again the gasoline standard of tooo p.pm. may be wed for comparison. For turpentine the concentration which the tat personnel give as bearable fa only half that given In the standard. The same fa true for xylene. Space will not permit a de tailed discussion of each solvent hot wartime usage of botanooe (methyl ethyl ketone) will empbariae the occasional difference between Industrial experience and code limits. Za the manufacture of seU+atllng fad cell*, botanooe was commonly used as a solvent for rubber cements and as a "wash" to produce tacky surface*. Workers, partialfariy girls, complained of headache and nausea with concentrations well below 100 ppm. Exhaust control ventilation was in stalled to keep vapor fowls as low as possi ble in order to prevent interference with badly nrertorl production. Comfort limits in thme rasa were foand to be about $0 p-psa. as compared with .the figure of joo p.pm. given In aaost codes. Common sente will dictate that rigid ap plication of limits based upon physiological damage cannot be adhered to in the face of practical diffculty earned by workeris dis comfort. More information on comfort limits fa ocedfld and modi of it am come front in- 18 35th National Safety Congress, 19*7 Rubber Section 19 TABLE COMPARISON Or COMFORT LIMITS AND MAXIMUM ALLOWABLE CONCENTRATIONS (Expremed is Fait* Far MHUon) Sohttnt Irritating Concentration (S Ur. Exposure) Eyes HYDROCARBONS t. Hexane x. Stoddard'S Solvent 3. Turpentine 4. Toluene 5. Xylene 50 400 too too too 4 *75 JO 00. ALCOHOLS t. Isopropyl t. n-Butyl . 5- Amyl (>5) 4. Cydohexaaol j. Methyl Isobatyt Castdaol 6. Dilsobocyl Cxzbfool 7. Methyl Vinyl Caibinol 8. Mexyleoe Glycol * *5 to too *5 5 *s 50 800 5 IS too 5 5 5 5 Irritating Ntm Threat *75 -- aw Boo 5 *9 too 5 10 9 5 400 *75 S aoo Seo *5 100 100 5 10 5 5 Suggested MS.C. iqoo (Cmoling 55 too KETONES t. Acetone x. Butanone (Me*) 3. cydobexanooe 4. Methyl Isobutyl Ketone 3. Diacetooe Alcohol 6, Diisotatyi Xctooe 7, taopboiorie S, Mokyl Oxide BOO TO *9 too a >9 10 S 900 50 5*> 55 85 35 7S 75 75 too aoo no too too too 50 5 SO ' *5 *5 5 *5 50 5 *5 a ESTERS u Ethyl Acetate a. Butyl Acetate 3. Amyl Acetate 4. Methyl Amyl Acetate 5. Isopropyl Acetate ion son too ' sun 100 400 9" 900 too' too 400 Son gen too aoo 40 aoo too too aoo 4SO 4 400 ETHERS t. Ethyl Ether a. u-Bucyt Ether 3. Isopropyl Ether 4. Dionne - too too 900 too' MISCELLANEOUS SOLVENTS 1. TriehSorpropaae a, i-Niuopropaoe* 3 Acetaldehyde 4. Styrene too S too *5 5 too *5 too *9 ^ Mopud bora suramin ct. at, Joor. tat Hy*. b Toxicol, Sept, ipts * Nor. *. flbcrfth Protection In tht Bobber Industry: Engineering Control By WILLIAM E. McCOBBOCK TnrUwIrkd Hygioniat The B. F. Goodrich Company WRh very few mccptfoos, the !ndra*rial balth tanidi of ptaUR import to the rub ber iadrouy ot throe atoning dots inbala* Uaa of usk tipon, dusts, and fumes, and fern skia dfecss of various compounds. We ime lnwt much doria| the pest few ymrs with iupfti to the piopcr tontlUm of tfene unfits It is not so much now the qusatlca of detenaising the "tnow how** tor safely using (hear Items, u it la to see to it that accepted control meunio are be ing fhw the mandpofnt of mimba- ot perron* nd, oposKS to retreat vapocs seems to mn*!**>*+ the htp* health problem. For tunately the balk of the solvents used an of the Is lode type. The cootrol meuum which oa be gHsersTTy awed ate substitution. hloliailM h the wpbffloctt of m Uuk aatertal with a leas toxic ooe without km of pndsttlifcy. A* aa almost ' daak ex ample the trphtnaent of.bcasol by lem rmr^r- mlwa -- paitsmbrty petroleum dh- tmates is the lubber Indmuy-iaight be nodoaol These an my few cases when the use of hrmri as a solvent is a "law * Usually km toxic ones can be found. Numer ous other examples cm be died soda aa the use of trfehJoRthylcse or pcrchlomhylese in place ot move toxic auboo tetrachloride; tanddoiuliiD^ or ethylene dichloridc; also, the use of ethyl In place of methyl alcohol. It should be remembered of eoune that the mere substitution of a km toxic compound for a more toxic ooe does not in every case nbe the health hazard. Additional control measures may be required. However. It is the best method which should be investigated. Very frequently enclosure or even com plete isolation of a hasardoos operation can be effectively used as a control 'measure. Mechanical ventilation or personal protec. live equipment assay be required la addition. Recently my company bad oeatioa to bandlev oa a pike plant tale, one of the more toxic compounds. It was found that tbreou* J 1tttuctioa of a iD temporary building com1pfecety kolafed from the remainder of the plant, was the 1 of using the sanuxfeL The psossm was car ried out in a dosed spurn, but the was neconry as a pmaatko in ase of ac cidental Many chemical manufactories' eymriwa. fortunately, can be completely enclosed. In many cases the nae of elevated piewmei mikes thb raxhtocy and, thus, to a large degree controls any health hasank. The type of cootrol one finds most fre quently and 1 might my promiscuously prac ticed, Is *hv of raim# KwHatiM. Unfor tunately it is often used incorrectly. Its use Involves more than just bwwtiwg a wall fan in the general area and moving a targe vol ume of air. tab process iatoha individual study, and the type and --wmt of vouHadon needed should be carefully determined. By this method the contaminant can be con trolled at its source--a "must*' in ssany In stance*. Even in throe cases where general ventiUriou might be adaptable, the me of local exhaust ventilation is often indicated due to its utilizing a much lows- quantity of air. The added initial com is often cheaper in the long run'due to lower beat tosses and lower power consumption resulting from km air exhausted. Only a careful study of each individual process can docmine this. Any industrial health control measure should be instituted on the basis of certain basic industrial hygiene engineering prin ciples. 1. It miut control the buud. This re quires a thorough stndy of the process involved, including the raw msteriak the products and by-produm, quantitative meaturansits of atmospheric dotation of exposure ot working personnel. Our present knowledge of Indtutrial hygiene enable* us to say that any known health hazard as be controlled, it Is a question of adapting the proper oseuHue* to the problem, Vo better proof of this than the manufacturing ptocessta related to the atomic bomb is needed. No evidence of health In jury* to any employee .of this vast project has been observed. a. It most be ooDookslly practical. Tb* 20 35th National Safety Congress, 1947 ideal method of instituting health control measures is in the inital design of the plant or process. However, one must frequently work with etisting equipment. Redesign may not be economically possible. The writer re cently had ocorioo to review a graduate en gineer's paper dealing with the control of a health hazard. The proposed solution was theoretically qtrilmt, accept that the manu facturer would have been pot out of bustnen in order to effees the control measures proposed. Industrial health and safety stilf need to be sold. Every opportunity should be u> indicate **" of writing oS the expenditures involved in lower compensation costs, lower absenteeism, belter employee- employer rriatiomhipa. tee product amtaminatioa. etc. j. h must not Interfere with the em ployee's production. This is particularly true of those operations involving piece work wages. Utile comment on this is neoeaaty. The location of ethanst fwwfa and ventilating equipment muse be such as sot to interfere with production. Personal ptotealve equip ment, particularly respiratory, should be used only as an adjunct to other control measures, or whoe other measures are wholly impiac* timL Notwithstanding the fact that many commercial xtspixatnss arw rifcintf devices, working personnel resist wearing them and trill do so only when actually compelled to. This, of ctNUso. h usually impractiral and frequently impomthlb 4. It mast meet load and/or state codes. This is particularly true with respect to ma-winnm allowable concentrations of at mospheric fMinmffln'nf ventilation codes, and the release of atmospheric contaminants out of doors. Little uniformity exists between different stales and munk*pHtfr with re spect to these codes. Some are only advisory: others are legal statutes. A thorough inves tigation be ngftf of any txi&ing codes before an installation Is made. Following the installation, the necessary measurements duHiM be made to determine the cflectftreness'of the control. The Bjqi#n Surrey izx the Bobber Industry By F. W. SANDS Industrial Hygienist, U. S. Bobber Campomy A recently- suggested definition1 of indus trial hygiene U as follows: "Industrial hygiene is the science and an of proerving health through the recognition, evaluation and con trol of environmental causes and sources of in industry." Included in the scope of definition is the recognition, mmpliog. and analysis of atmospheric contamination, dusts, gases, fogs, m.rtn, vapors, radiant energy, iUumination, noise, teopaxtoK and humidity; interpretation of the results of analysis;' and studies into the causes and ^control of dermatitis. The ` plant survey k the practical application through the actual study of plant conditions of aB of the principles enomenued in the definition of Industrial hygiene Itself. The definition above speaks of recognition. Ability to recognize conditions Barring em ployee health Is a prime requisite for per forming a successful health survey. The first plant visit neceaarUy involves the gathering of a great deal of general {a* -formation, statistics, sendy of hospital records, ere. The Industrial hygienist must obtain a general picture of the products manufactured, the operations involved, the nw materials being used, the nnmher of employees, and a great many other factors. Rather than to go into this general type of information in de rail, I prda to call your attention to sev eral forms* which were developed by the United States Public Health Service for use by its field representatives in indamlit health. Copies of these forms lie available to you here. I believe that it is very ifinmnt that information of this genera]! nature be obtained systonatically. These fora asrist gnarly In avoiding the ombstoa of Important hftsbh factors. Having obtained tins information, the in dustrial hygienist la in a better position to make the trip through the plant iaciL The importance of the actual plant visit cannot be over-emphasized. It is here that aB the knowledge, training and aperient* of the Rubber Section 21 industrial hygienist is put to the test, and ability to recognize come* into play. We lave found it adriable fat our com* pany to set up nw materials cootrol com mittees at aB locations. The rise of these committee* varies with the else 'of the plants and the type of work being done. Bat the function of these cosnmittees is. in to renew periodically all raw materials used hi the plant, and to study any problems which may develop from the iateodoctioa of new chemicals. The scope of their work also in volves a review of proems rimy* which may affect employee health. The work of this committee provides a valuable source of information daring the plant health survey. A followup visit to the plant differs from tbe fine visit only in that - preliminary general information obtained on the forms described above need ox be repeated and it is Decenary only to inquire whether any changes should be noted, and here again, the plant nw materials control can supply much valuable data. Up to this point we have bees dealing with general principles which l'have been trying to apply specifically to the rubber industry for the past five years. However, I have foond that the condition! I have amt con cerned with have had nothing to do with rubber itself. I refer to such opsations as foundry sod, dsctzopUting *<-n doth manufacture, plastics, chemicals and. during tbe war, even TNT. We. in tbe rubber in dustry. teake use of hundreds of duttwh It Is tbe respeosabnity of the field hygienist in the rubber industry to h^r with tbe available Information on any health problem involving the use of rubber chem icals and their individual physiological char acteristics. To perform an iucriligenc health survey, this information is basic. It very often happens that during tire course of a gossral bmlth survey very question are raised. It may be that the de velopment department is the use of naphthoquinone in a operation, and they are envious to know what hlth hazards axe involved and what i--i-wt-g pre cautions are Decenary. Or perhaps they are aroridoing the substitution of isobutylene for another solvent and the question is raised as to whether this involves a health hazard. It is adriable to check with tbe develop ment department and the raw materials control committee on each visit. These plant surreys then offer a wonderful opportunity to study'and to evaluate possible health con ditions brought about through changes in processes. Certain iprrittc tool* are available for the evaluation and analysis of various types of health exposures. Some of rheA tools are tbe direct reading instruments such as the baud indicator, carbon monoxide indicator and tbe sampling instruments which require subsequent laboratory work sack as tbe midget impinger, tbe chlorinated hydro* carbon sampling apparatus, etc. la many ernes it wfll be found fat standard few sampling and analysis of a given con taminant are not available and it is then neocssary to airy oat a certain amount of research to develop such methods. This b quite frequently the case fas tbe rubber in dustry where we are dealing with a iaige number of complicated cbcsmkal compounds the exact physiological action of which b not clear. Tbe mrvey is not complete until a written report has been submitted. This report should contain not only tbe.ncceasary tccoouaendatioos for control bat aim an explanation of the reason for those control manures in sim ple and aoa-teduxka] language. General knowledge of engineering control methods is necomry, although in most cases only gen eral suggestions as to a method of control wiQ soBee, Moat- plants have engineers equipped to handle the specific problems, if tit** question of ventilation. Methods other than engineering control should also be considered in the final repeat. It is extremely important that each socoeuamdatioo be fol lowed up foe compliance, and It is our practice.to request a reply by a certain date. V%7ytV tw r~fa__ vet. u. ac. a. `.Ws mi. 22 35th National Safety Congress, 1947 Health Protection hi the Rubber Industry By REX H. WILTON. MD. Medical Director, The R. F. Goodrich Company When an employer engager as individual to work for him. be obligates himself to pay that individual a stipulated amount oC mooey for a specified number of houn of satisfactory work performed. The individual in turn ob ligato himatit, when be accepts the job. to perform the required work to the best of his ability for the specified period of time. The above Hatpin b the fundamental concept behind all employer-employee relationship*. However, in mortrra industry the average employer does not fieri that bis obligation to hfa workers revV here. He further obligates hhrrt^ir to provide for them eonfoitybl^ safe working cooditioos and a healthy environ ment, Modern Industry has become aware of tbc fact that the better the workman's en vironment fa, the better bis work perform ance is. Medical departments in Industry have been treated to assfc* In the providing of com fortable. safe, healthy working condition*. Tbe rubber industry fans recognized the bene fits to be derived from protecting tbe bealth of its wacko*. The medical departments of the jwt.mry are modem and adequate Is all Tbe responsibilities of the medial department In the rabber industry are in creasing. and* the problems are becoming more complex bccaosc tbe industry is branch ing oat into many new field*. When (be research division of the B. F. Goodrich Company introduced Amoapol gen eral pupae rubber (also called synthetic rubber), they opened an entire new field of rhsminl research. Tbe industry followed this lead and American-made rabber became a rival of natural rubber. Some of the cheattests wed in the aaamtfacstzre of synthetic rabber are butadiene (ttkctbyl-aUaoe), styrene (vinyl benzene), and acrylonitrile (aoyfcmitxyi-vinyl cyanide). To these are added vari ous catalyses and modifying agent*. Tfat en tire manufacturing proem* is rareied out un der procure with cacting control. Tbe ilifi teal ingredients of American-made rubber are both *tmmu* and unde and must be hsiwUgd cautiously.* Thus the lubfao in dustry has evolved to a large degree into a chemical industry. Since textiles, metals of all kinds, wood. and practically all i--wfah known to nun are bring combined with rubber both nat ural and synthetic, tbe problems involved In tbe various manufacturing procures have be come quite complicated. One result baa been that without the constant vigilante of tbe rubber Industry^ medical and safety depart ment* tbe wacko's environment might have become increasingly hazardous. To aid In tbe recognition of and to cope wkh a po tentially Increasing hazardous envlioomrut in some manufacturing btaacho. It bn* been trained toxicologists to the stab of the indowry's medkal departments. The medical department's prime duty is stm to care for tbow injuries and fltoowi milling from work in the plants. The re sponsibility for maintaining a safe utiiwt- prime duty and has necessitated ao capes- sion of personstel and equipment. Kmft- ment has come to realize that a mfir nee- hazardous place to work is nsssmiiy, and tbe medical department ha* been forced an keep pace by widening its firids of activity. Tbe worker has many cntacts with the medkal department. Tfe comes fa ceusact With the --"d***1 fqisnuuc a* he Mm Info hfa new employment. He receive* a complete physical This hthfo a physical inpeukn aad tbe pokmhg of varioos labomocy aaniaukm whew In dicated. If during hi* employment he be comes sick or is Injured, Ire again came* fas contact with the medical dqntnm. this time for medial cum.-To provide this med ical care, the best physician* fas the various specialties have' been engaged either, on a full or part time basis. To ante ibem physi cals* well- trained regteoed wines and ttefc- oidaaa are provided. When the ifli i* fa severe enough, the worker fa bosp&aBaed In a modern hcupiral and Use best utrflul tsVac fa entrusted with his care. Tbe vote also constantly comm la contact with tbe martini department since tbe environment Into which he fa placed fa bring constantly Kzutfaiacd for health hazards. He may reerive at tegular intmak, if his environment Is considered to be hazardous, a pbyriol check-up with In Rubber Section 23 dicated laboratory procedures. For worken exposed to solvents receive an "on the job** compUte blood count every two monitnr This fa in to tbc Initial blood count which worken receive on en tering into this, type of employment. Any deviation from I* the signal for the individual to be feom this, environ ment. He is treated by the deport ment until hi* condition bat faw corrected. Individuals who have acquired an tbiifimi blood count in this manner are never per mitted to work spin in ibpH,wt using solvents. All worker* engaged In the f**r>dHig of volatile lead are subjected to scrutiny every three months, at which t-- a physical in spection fa made* and quantitative eondnaticos are pofenuri on the blond aad utte Again any deviation from annual fa a sign fine removal of the individual from thfa an- viroument. A system of racation has been worked oat in tWpinmmii fat srbidt lead fa used so that a wotfco- fa wit coonantly opened to lead owr a long period of dm. Individuals wotting on an umtanly dmty environment reerive cheat x-rays at least semi-monthly. Piidnhr nfa pain to those trackmen twndwg ****** ^ asbatoa. Again any deviation from tbe normal fa mSdoit reiauu fay Bands to a difoux type of wotk. Wbeuera a hazardous fa dfa- cawesvd. immediate sup* are uke to moody it. It fa not ts ksyp a --* med ical check on woekmca in ha--iiVins JnTe. bin a constant effort nas' be made by the in dustrial hygienist aad the niglnnr to pre vent hazardous snutiv from M111 iwg- Afaa once equipment fa to rearove tbe hazard, it mmt be constantly to ace that It fa kept wetting. Tbe services of a --g<---w are cngigcd to evaluate aU ifornTnliigli it problem. A competent allergist fa retained to investigate prbhlana having an aBogie basis. A mnprtrat qhn>imnhnfar all eye Zt is only mrural far tbe workman to at tribute any phytial aHaenc that may arise to hi* week. Tim medial department mom evaluate these carefully. Tbe legiti mate ease should be properly treated, aad IE necessary, the workman removed from the causative agent. The workman, whose ntwy? or Injury fa not the to hfa work. "-- be referred to a private pfaysidan. At the same time it muse be explained to him why bis condition fa not considered to be occupational in character. It fa to judge ail of these raso. Tbe usual rule Is to gbe the em ployee the benefit of any doubt, and wben hfa case fa sudi that it amid be doe to his occupation to consider it as ocenpathnal In character. Tbe mu swing of workmen far syphilis or coberenlosfa fa not being done by mmt of the rubber Industries* medkal departments. In several plants some group chat x-ray have been taken and some blood scologys have been drawn. In general, it fa felt that any type of examination of group* of people fa a public health service to be performed by iWlgmiwt pabbe .health authorities for public welfare. When performed by these authorities, proper am for the to- dividual can be arranged and tbe Decenary invmtigatioa of contacts ran be pawed. It rant be realised *b* the --***^1 ac tivities of any industry can only be justified when the cost of operation of these activities does not became a burden to she industry. Also the results of the activities of tbe med ical department mmt indicate the erd of baring a medkal deportment. Tba* it fa mandatory that tbe only real Job* of the medical department are to protect tba **-<* of the weeks' while be is in the plant and to cue for tbe Olnerec* and injuries arising from bis week. Tbe worker fa encouraged to cosanlt with the staff of tbe medical department on hfa pcnosial bealth problems. The medical de partment fa always ready to lucnmmcnd a course of action to pome and can direct the individual to the several competent physicians in the community who are capable of arete- tog him. When it fa Decenary, money fa made available to the employee for rare. Hospitalization insnraucr fa now available to all employees. Far a my small amount of money which tbe worker ran elect to have deducted from hi* pay. rare can be provided for himself and for hfa deposdents. Moat of these hospitalisation plans either have or are "lltt*"rl*,<Bt increasing the benefits to ladnde the cost of --dfel care. The medkal department should be com posed of a group of profaekraal people who. without any prejudices, engage be the purely pTpftntonal practice of raettidne. Noe-profeastonal artiritios are to be carefully avoided. 24 35th National Safety Congress, 1947 The medical department can ben perform iu mkk when it acquires a reparation lor the pnfenonil Integrity of In derisions. In addition, all information tbit is received from a patient is to be kept in strictest con fidence. Bemuse of the numerous rhetnirsl com pounds introduced robber assnnfarfure. the industry is engaged in an attwltt re search program. Many new chemicals. of which `very little k known, are sent to the for toxicological eval- Usually there toxicological studies arc referred to the laboratories of leading uniimiiks to be out. No aevr product is on tbe *** until all of its toxi cological properties arc thoroughly investi gated, .Tbe information learned from there investigations. doc only to protect the cus tomers who use tbe product, but also protect the health of the workers who arc engaged in the manufacture of the product. This in vestigative type of work is most interewing as it perndta the medical man to come in dose contact with the various aspects of the manufacturing processes and to assist in solv ing some of the manufacturing problems. These research problems aho offer to the med ical department a Worthwhile Job in pentn* tive medicine. In summary, the rubber iatkotfiy, under tbe direction of its various iirensyrernrv b adequately providing for the protection of the health of its workers. The seodinl de partments are Justifying their nfoonr in demountable ways. Curepsieot reediest care, under the direction of deffied pfcyridans is made available to the oniocmnaie individual who acquires an occupational direst or in jury. Tbe industrial hygienist and the safety man ue combining their ulna to insure that the worker's environment is noc-bazaidoas to him, Research woekets are not only dis covering new products, but are investigating old ones in respect to their toricologfral properties so that proper steps can be takes to prevent both the weaker and the consumer Croaa suffering been 01 effects. Ail of forces mvnbtnwl are more rea sons why the robber fudustiy it an outstand ing industry in this great furiawiiil country of ours. WUaoe. In ZLi Hidikl-------O* KunOdan f StUbbt 1 the Awerku Ma&aJ Aw * 701-701: lfank II, 1044. 35TH NATIONAL SAFETY CONGRESS VOLUME XXIlf TEXTILE SECTIOI NATIONAL SAFETY COUNCIL. INC. 20 NO. WACKER DRIVE - CHICAGO 6, ILL. Foreword npHE Transactions of the 35th National Safety Coogrem *" and Exposition of the National Safety Council are pub lished in 29 volumes. Volume I includes the Annual Meeting, Banquet, Women's Activities, Index to all volumes and List of Exhibitors. Volume II contains the ASSE Session and the Industrial Subject Sessions. Volume XXIX contains the Early Morning Sessions, "Psychology You Can Use." Each of the other volumes is devoted to the sessions of a single section or divirion of the CouodL The transactions are a record of the proceedings of the Congress, coodensed and edited .for reference purposes. The complete original manuscripts, many of which contain charts and illustrations which could not be reproduced here, are available in die files of the National Safety CoundL The National Safety Council seeks to eliminate from dis cussion. matters not pertinent to die aims of the CoundL However, it cannot accept responsibility for die views ex pressed at die Congress'or in this record. It is the new format of these Transactions wifi permit wider and more effective use of the material re lating to various fields of safety. At tbe same time, the whole set provides a complete and indented lefcimcc work go all phases of awfrVut prevention. Si BMWndrir Drive Chicago ti. CL 2 35th National Safety Congress Transactions VoL Annual Meeting, Banquet Womb's JUMBm, Index to all VbZssaao mad WtlhMan....................................... 1 American Society of Gaiety Engineera ondSubfect ftesrinns, S JUnri Mrimiiraluilmi Section.........................................................s Air Transport jargon............. 4 Astaaottrs and Madbe Shop SecSm........................ 5 Gemsnt and Qaexry Section...................................................... $ fifeatod Section ..............................................................................y Coed Nbdng Section.;..........................................................................t Commercial Vehicle Section........................................... $ Cwtiuittmi Section ............................ 10 Food Section......................... 11 IndaoXicd Hunting Ssction. ICndne Section Meat Fachfag. Tmalag end lerix hAoMw faction. Puhtic OWTffloo Section............. Bedbood Section........................ Baltin Section........................... Texfllo Section............................. Traffic Section............................. Wood ftrodnete Section........... Fmrn Safety ............................... Borne Safety............................... School and College Seooleae. hvdulogr Yon Can On (Ealr ] mess or ixxba cosies or DnscmDOAL vounas vouna SOE ' TO MIMMMt r-- yiepfrr nmtofjf copin imorman Lot than 14 pegn t J*n . |J|n fusee. $ J|u at *< page " " Jm ~ odst" a " j " # -tt " ' 4S 3 a n tS K R C B its a s s s s s s s s R Textile Section Exscutiva Committee 1947-1948 CAtumuih-L G. PADGETT,. Employer* Mutual Liability Insurance Company of Wbcooio, Charlotte. North Carolina. ` *T'* ' * View-Chairman, for Membership-H. E. WILLIAMS, FleMcrest Mills, Division of Marshall field St Company, toe-. Spray. North Carolina. Secretory "LEWIS P. SORRELL, North (hittm Department of Labor, Raleigh, North Caro lina. Vituai Education Committee--C. J, HYSLUP. Chatham Manufacturing Co, Eftin, North Carolina. SLatuHcol and Contat CommUlee-D- R. OUNCER. Bauer k Blade, Dhr.. of the Kendall Company, Chicago, Illinois. News Letter and Publicity EdUor-CLENN PENLAND, The Erwin Cotion Mills Company. Durham, North Carolina. Associate' Editor--ROBERT JINPJETTX. U. 5. Rubber Company, Wwmboro Mills, Winnsboro. South Carolina. Off-The-job Committee--T. B. 1POCK, JR., Firestone Textile. Cattonfa, North Carolina. Health CorntmiUe-MUS. SARAH VAN SANT, 1LN,, CnmitrrviUe Company. GnnitovQle. South Carolina. Program Committee-THOMAS R. SELF. American Mutual Liability Insurance Company, Atlanta, Georgia. Engineering Commilfee--ROBERT M. MURRAY, Department of Labor, Providence. Rhode Island. Trade Anoesations Committer--WERNER W. tlAARDT, ForsUnann Woolen Co^ Fasraic. New Jersey. Synthetic- Fibre Committee-J. D. BROWN. Americas Enka Corporation, Ertfca, North-Caro- Wooiand Wonted Committee-ROBERT SALTONSTALL, Arlington Mills, Lawrence, Mam- dutsetts. Cotton Committee--C. S. LINE. JRL. Avondale Milk, Sytacauga, Alabama, Dyeing and Finishing Committee--E. L. FERMENTER* -Liberty Mamil launacs Company, Spartanburg, South Carolina. Member* Jt-Lerge~*]Omi J. BURCER. W. J. Dickey ft Sons. Inc. OcOa, Maryland; *W. A. WEAVER. FIeldcrest Mills. Divirion of Marshall Field St Comjwny, lac. Spray. North Carolina; T,A. WILSON. North Carolina. Industrial Cnmm'wrinn, Raided. North Carolina; EVERETT A. ROBERTS. Asi^iatn Mutual Liability Insnraore Company. New York, N. Y.; *MISS FRANCES BETHUNE. RJ1,, Employers Mutual Liability Insur ance Company of Wisconsin. Chafkxttr, North Carolina; W. H. TAYLOR. Thrift Plant, Kendall Paw Creek, North Carolina; R. W. LAUGHLIN. Liberty Mutual Insurance Co, Portland, Maine; RUSSELL FISHER. -The National Aaodatkm of Cotton Manufac turers. Boston. Massachusetts. Staff Representative--KAY KETCHMARX, National Safety Cpnoril. Chicago. SUxmb. Pari General Chairman 4_ ` Textile Section ' TUESDAY, AFTERNOON SESSION October 7, 1947 General CAsj'nua E. G. PADGETT, Employers' Mutual Liability Insurance Company 5 Safety Factors InTolvod in Mechanical ami Manual Materials Handling By a a LINK, JR. AwonArln MiITa This entire paper m bawd on the experi ence gained in connection with the safety programs and natcraii fmwtHisg projects as is being carried on in Avondale Mills* eleven plants in Alabama. In Avondale Milh. the matter of safety is ^on an equal footing with such items as produtlioa. quality and deliveries, and, most fortunately. Is (be fact that this interest rn safety is spearheaded by top managenient,. It was top management's idea to set up the plaa by which a group of people In eaefa department and each plant were asked to serve for a month cm a committee whose interests would He in one of four directions--one group on safety, another group on goed-bousekeepIng; another on thrift and still another on oBlog. These groups are selected La alpha betical otdre Croat the payrolls and at start of the program, half of them served for two months, the other for one month; thus we now have the half of the group with ex perience in the subject, breaking La the new halt Over a period of tiu, therefore, ill cmployeu will have set-red. at some time or other one err alt of these grnapa. These groups bold monthly inspections of the entire plant, then sit down and talk over their findings; a written report is made, to the general ofiee! -All suggestions are acted on or rejected if not feasible, and prizes are given for worthwhile suggestion?. When a tari time strident occurs, the fell details are reported to ail superinteidents as well, as the main office; statements are taken frpu the. injured as to^.bqif it occurred and ^'-t^t.piubfo'sa^gui^drsugggsted as u> tow to prevent^ a re-occurrence. Each -suds accident andTeport fa (hen. qtken-up at the monthly meeting of the saifety group and thoroughly dftninrri. and notes tmdo .of their suggestions and critldsim. " When a minor accident* Occurs that doa mt'inretve lost-limej'bui which does involve medical attention or fim aid, the name ol tbe injured, his explanation, the nature of (be accident and the causes are carefully re corded apd a jnontbly report filed with (he main office,. Hjere they are consolidated, and a frequency rate established and results are reported (o the committee and occasionally published. in our house organ, (be Avondale Sun. We own and operate our own hospital in Sytacauga, and thus the **<itln presented will be "a result of actual brwpftal cases as well as results obtained hum the monthly reports. Materials handling equipment must hilfill certain hasic requirements: safety to operators arxl u> etta employees; prevent fa tigue; increase productivity - per employee; promote good-housekeeping and imti- a rea sonable return on tbe Investment. All of these are baric and fundamental, la two plants we have installed tow-level damp chutes for defers, so that when a frame is doffed thee is no need to lift 150 pounds four feet to dump tbe yarn into a larger box. The yarn fe dumped Into the proper chute which lads to a targe hopper which bolds from 1500 Us 1700 bobbins--six or seven doffs. In one of thme plants, before this installa tion, we had a hospital record of four to five am a day'of lost-time doe to strained bark, Since this Installation has been in use there hasn't been a single case. fn' anothcr.piant a system was installed to Return empty' bobbins to a conveniently lo cated station. .Dear the center of tbe spinning room. fari as' they were emptied at the winds*. This eliminated a large part of Hriaiing with doff boxes, kept large supply tames off tho floor,* utilized space under the mill and along the ceiling with savings on ail these point* In tbe weaving mill the cloth doffen took their rolls of doth great distances. ' I 35th National Sa/tty Congrtu, 1947 the heavy rolls on their shoulder*, placing on * bi|c unde which when filled, was pushed to the doth room, a dnonce of ]jo tat. There was the efct-jMMat danger of pushing this pskd higfi track into wraps, or into openton, or from being nddoly stopped by a qoiD on the loor muring in jury to. the employee hhwiif This has been dlniaud by installing a bde carrier ncr> bead down a large alley, together with three air boita which raise the doth red* ap to the aider, Ob the second Soar, drop data through the door permit the doth doCer to drop the roOt onto the bek. The Ir*1* this doth dfreaJy tier. ' '~* acne problem was solved by providing u dearie tube that raised the doe bn into dm con ditioning unit, the yen then traveled up a belt equipped with deals, to a cross belt over (he aid tf the winder*, through automatic dosing or opening gates. At the proper winder, the yam would be deperited into a Urge hopper. stJhirat to bold a sixteen hoar supply. Itan the hopper a bek repiaced the yam storage shelves along the top of the winder. Wbn yarn was needed, the operator pushed * button and this belt brought the yam tut of the hopper into po- sttln (or the winder hand. viO be noted that these imuOarioos cat oat four to six tom per shift la qatB and one mas per sfiiift.la laying a winds*, lib icpimstt a rsdne* required and an increase la pronan. There. Is also another reave room organtetioo. The have to wait to be taken to but is sent throe the tootoeut the loom- In the yarn plant to walk to thdr supply of lamas of only .one half the walked. Thus again a gain per employee. Other gains belts i each quin when the I reetly onto this bdt wbku kuim a so a crass bdt, which In turn deposited the quffl at a stock table. Here ooe man. sorted the quills that amid be put back Into the loom fram those that could not, dropped theqwflh into the hopper u bis aide (ton which a bek with cleats carried the empty qatSs back , up stab* to a central polar la the spinning room. In the yarn mill, two iliuly mea per shift woe used to cod big mpply faama of yarn to the winder* and then, by hand, phot the bobbins, a few at a time. Into the sopplj shelf at the top of the winder. Here again fatigue was proving a safety hazard. Thfc many that are wsll being re stSiad ipace not hetetoaa w"g money, but which We have need space in the er tfa* floor, along the walla, ---------, and above the lines of tnfle. eHwuatfd iiummn bun nsed tor storage; and sse ftave'-mirrimijed of bones hi work spaces. In ooe plant them Is being InscaBed a sys tem of bendHng and storing pfcfcro bps, di rectly boos the pidm and antotoiHcaBy placed at the back of the cards with peovi. aton far hiaflfny and selection of fear dif ferent laps. If accessary. This wtQ eliminate sock tMags as loose cotton, broken laps, dam aged mdfeoy, ioadisg and anfending- a lap trade, pushing ft to a card, unloading ami [daring In the mpply sack, and damage tn the lap when .dumped oo its end after Mag Wkh this ipun, the laps will travel, one of the line of trnSe, at the back of the The emt of these various finstaUatfana are TexHU SecHon or our own costa carcfaUy ssntfaahed before inuaUadou is made. CUnfoatioa of help and ioareaaod peodnetkm k taken into oonriden- tion. The instaflstfoa of matemk handling equipment In Itself dam noc ncambly mean the redaction in a labor fore* wwtfari it may eras iimmc it. So aU iaetcri should be carefully analysed, perhaps models actually constructed, or limited ineaJbtfocn made be fore a complete asatyris of the return cm iavrotmme can be made. Only a few of the installation* we have- made at Avondale plants were considered here. Our program Includes such projects as handling cotton fane can and trucks into the proper warehouses; handling doth from warehouses into ocr or crack*; ttandUng waste from bins into presses and to storage: Htpptia and several othg^nateriab handling projects. in terested is* tbCBMftf'^ Labor's HoopofMlhllMjl By TOHREfl CcnuaiMioaur, Stats Vnprj Since it k estimated that N per cent aoddents am erased by "human and since "human faSure** can be dli only by the voder, ft would sees is primarily rtsftmniTilr foe the effects' of any safety program and needs only to aU safety rales and regulations; nse tO teetfve equipment provided; and never p it a nrclen act ft erdro to solve the uU program Unfortunately H Is noc this simple* Safety is the joint rmporaibitity of manage ment and Isbur. Safety is tadhisfble. In actual practice aaaay of the respoorifaslitks for n effective safety ptogiam are joint reipouslbilltiss of msnigrinrnr, and labor. The wholehearted tfcui of both are rasmrial to the limfopmcnt ef a sound safety program. Without this coopondou we win autinoe to hevu rmffiom of Inrineiisl urhkntt an* anally wttkh oonld othrowhc be prerated. For many yeas iadTiil mfety bm been regarded m mensgemenrfs prerogative, hactkaDy all uatluml md state safety meetings, and meertny ks plana where planned mfety partidpated in. and hanrffert aclatirrty by --wy iww. Only In ens|itinnsl past in the dmUpaaem of a refay program. Despite the fact (tat no accident peered- tien ptogtam ever devised boa been able to cepe wkh the rftnsTlTra without at learn a moderate amount ef lyinprrstiim and pestid* person ef voter, ft bes sno dawned qc BWd of ns that the tnopssirfcm ef tabor can be secured, b cam be reeved, baa euty Wbri^_________________________________________ tf 1111igi in usually is a tads of anpcntim^u^mfcm and their failure to assume thrir proper sroponstbilicy were the lemons far the program's poor re sults. In the vast majority of such cases. It wffl be found that the failure is the logical result ef management's mistaken approach to the problem. A safety program is doomed bom la inception if the approach b one of orkn and discipline alone. Why do wusktn fed to cooperate?.Do they ' naad fully what complete cooperation i re them? Wkh whose program do they . to msparer? U yon ay "management's safety program." then yon have In that phrase the nrpianation f (dm. Until management and labor scatfse that industrial safety is spot the teamwork of both ! to act hr accordance with that`fact. thoT labor will not and cannot The weaker s [ retire that be has a 6 35th National Safety Congress, 1947 the heavy rolls on their shoulders, plating them on a Urge truck which when filled, ra pushed to the doth room, a distance of 330 feet. There wu the everprraem danger of pushing thk pikdhigh truck into wrap*, or into operators, or from being suddenly stopped by a quill an the floor otuiog in* jury to the employee fctwwjf. This hxs been eliminated by nrafng a bdt carrier over head down a large alley, together with three air hours which raise the doth rolls up to the carrier. On the second floor, drop chutes through the Root permit the doth doSer to drop the rolls onto' the belt. The belt tarries this doth directly into the finishing depart ment. That fatigue It an important source of accident is a recognised fact. Some mills mploy dderly men on job* that do not re quire skin, but rathet manual labor and a minimum of physical strength. These men tire more quickly than younger men, and axe thus a potential source of accidents. In one plant, the filling yarn* last only ao secsods in the shuttle. The use of a quill Mripper was impractical, and all stripping was done by hand. Four to six dderly men were used oo stripping these qnills by hand each shift. The work required that they bead down into a large beat to grasp loose ends of yam on the quills and poll It off. At times as many as two hundred bobbins would be involved--a big load for a man. and the con stant bendirfe, putting and twisting was very fatiguing with the mult that there was fre quent abstmieeira. The reason usually given was Tb just wore oot." A line at conveyor belli was t under the floor and undo- each line of looms. Boles woe cut in. the quill cans and through the floor, ao that when the loom ejected a bobbin, it fell di rectly ooto this bdt which carried it to a eras bdt. which In turn deposited the qa&l at a work table. Here owe mask sorted the quills that coold be put back into the loom from those (bar coold net. dropped the qnills into the hopper at his aide from which a belt with deals carried the empty quins back up stairs to a central pain in the spuming room. In the yarn mm. two dderty men per shift were used to roll big supply boxes of yarn to the winders and there, by band, pbee the bobbins, a few at a time, into the supply shelf at the top of the winder. Here again fatigue was proving a safety hazard. This problem was solved by pnwridmg an dearie hoist that raised the doff beet ins (he con ditioning unit, the yarn then traveled up a bdt equipped with dots, to a eras hdt over the end of the winders, through automatic closing or opening fU& At the proper winder, the yam would be deposited iota a Urge hopper, vuffdrat to hold a sixteen hour nlpply. From the hopper a bdt re placed the yarn storage ihtlvm along the top of the winder. When yarn was weeded, the operator pushed a button and this bdt brought the yarn out of the hopper into po sition for the winder hand. It wiB be noted that these nuralfaticns cot out Soar to six men per shift in qniti handling and one man per shift. Is lajlog up yam on winders. This lepicscua a redac tion of aaea required and an iacrmse fat pro ductivity per ana. Thor k aho another rating b* the weave room organisation. The doth does net have to wak to be taken to the doth room but is sera there the moment it b doffed from the loom. In the yam fhw the doffera have to walk to their mppfy of bobbins at a athtJmum of ooty one feg the dhtaora farmeriy walked. Tima again a gain la productivity per employee. Ochs gains uc still pmiMf In every mataUation which fad been made so Ear aad the many that arc USB being planned, we have arilbad space not keuo toe mar ill ri*rl M oostisg money, bnt which In reality docs. We bare used wfmem in the lisiroirnii under the floor, along the walk, nor the --mug and above the Una of tnfle We have eliminated numerous bona and far temporary storage. and t hove* minimised the psddig of botes hi work qners. la one plant these h being i--Tilled a sys tem of handling and storing picker bps, di rectly from the pickets and automatically placed at the back of the cards with provi sion far handling aad selection of te dif ferent bps, if necessary. This 9 dbkme each things as loose cotton, broken bps. dam aged machinery, baling and arindtaf a bp track, pushing it m a`raid, a trailing aad placing In the supply sack, aad ifanegr to the bp when .dumped on fes ml after deflsg. With this system, the bpo vfl travel, one of the Use of tale, at thr back of the cards. The cost of these various finrsflstfimr are carefully computed, contracts far tnwifhrinn. Text*2r Section 7 or our own costs carefully sunabbed bcfarc Installation h made. Efafnimi of help and increased production is taken fano eantidcralion. The ImtaSation of amterbis bundling equipment in itself does net nocmarSy mean the redaction in a tabor forte snomtlmw k may even iisrvgase k. Ss afl beams shmzJd hr mrfnftj initjinT pnfnps mnrlcli irrmTfy constructed, or limited totaHatton made be fore a complete aaafyris of the return on inrameot can be made. Only a few of the installations we have at Avondale plants were considered bar. Our program inducts tacb projects as handling cotton from cars and trucks into the proper warehouses; handling doth from warehouse* into cm or trucks; handling waste from bins into presses and to storage: supplies and several other materials handling projects. Aveodale invites any who are In terested to vWt the installations and see for tlmwliB. Labor's UMpwiaffinity In a Softly Program By POSHEST H. SHUFORD amxrinnicrinr, Stab Dspartmmt at Labor, North Carolina Since it is mfi--ind that fit pm cent of afi strident* are mined by "hmu kflac," and since "toman bOmrcT can be criminated only fay the worker, fe mould seem that labor is primarily responsible far dm effectiveness of any mfcty program and needs only to obey all safety roles and regafatiens; use ifl pro tective equipment provided; and sent psmit a aides act in order t win the mfety program. Unfortunately it b not this staple. Safety is the joint rapeanOaSty of unnigi ment and labor. Safety is mdiriribfe la actual practice many of the irqmvdlslitks for an effective safety program are joint re sponsibilities of iiniiigrraciB. aad bbor. The wholehearted efforts of both are cuentlal to the development of a ------* safety program. Without this mopmttoi we wiS continue to have millions of industrial aeddents an nually which coold nthrrwfer be perTraced. For many years inrimaital mfety bm been regarded as management^ prerogative. Prac tically aB tmtional and trace oby metiqt and mtr.tlnp fas plasm where pHiumd mfety program,arc ltddated, have been atieivdcd. participated in, and biullrd OHfabdy by miniji narnt Only in exceptional am has management riven labor--cither as mganiml units or as toolvidua! atwlmrn a responsible part La the dmlopma* of a mfety program. Dmptte the fact (hat an accident peevestioo program ever derived fam beta able to cope with the situation without at bast a hAhw lament of eeopomttai and partkipotion of workers, k kn never dawned apart mart of us that the cooperation of bbor ran be secured. It ran be *------ bnt only by good ksdenhip which recognizes the Density of active participation by workers in both the development and operation of a mfety program. Enlightened management bas realised that the best in the field of production results cannot be secured from employees simply by ordering them to move in a certain direction and expecting blind obedience. Likewise the tirade! of accident prevention camdoc be rap tured by military discipline; yet in many in stances mfety programs hare been devised by management and thrown at workers. Where such an approach has been used, safe ty programs always bare failed.,This failure tmuhy is followed by the complaint that a lack of cooperation by the workers and their failure to ampg their proper responsibility were the teavout far the program's poor re sults. In the vast majority of sorb rases, it wiB be found that the failure is the logical rank of management's approach to the problem, A safety program is doomed from its Inception if the approach is ooe of orders and dhtipOne alone. Why do workers fail to cooperate?.Do they piuferiland fuBy what complete cooperation means to them? With whose program do they fan to cooperate? If you my "management's safety program,'* then you have in that phrase the explanation of failure. Until management and labor realize that industrial safety k dependent upon the teamwork of both groups, and begin to act in accordance with that fact, then labor will not and cannot cazTy out its responsibility. The worker should rraltae that be has a 8 35th National Safety Congress, 1947 greater direct and personal interest in safety than anyone be< To him it mart a longer life and a whole body, an unimpaired earning capacity and a full pay envelope. He ts tbe pnmary Yiairo of ioduSial accidents and the primary beneficiary of industrial safety. When be tails to cooperate wholeheartedly in an accident prevention program, it is be* unions is on a friendly bash and where con tract*- governing wages, hours and other point* which normally enter into there eontracts are mutually satisfactory, we find tint the development of a safety program h regnibd as a duty from which the uninn and its leadership in tbe phut should be ex cluded.. cause be is uninformed, or because manage Tbe participation of labor, wbdbcr or ment is expecting blind obedience-and has ganized or unorganized, is ewentul in all not developed a program of cooperation and aspects of a safety program where tbe hu joint responsibility. Despite tbe worker's direct and personal stake in safety, there is no getting around tbe bet that tbe primary mponsibiUty in developing a safety program belongs to man* agement. Management must famish the me chanical safeguards, tbe protective equip ment, and tbe other physical elements which are essential to a sale and healthful place man element is involved. The safety com mittee in charge of developing specific rules and regulations, for example, should include worker representatives who are selected by tbe workers themselves. These representative should be lenders among the workers: people to wfmn the other workers will listen and by whose advice and suggestions they will be guided. to work. Management has the authority to When, committee meetings are befd, the nuke safety rules and regulations for the guidance of employees in working practics and in the use of safety equipment. Like loot worker representatives should be en couraged to present tbe point of view of tbe workers wutnuing each regulation, each wise. management has the responsibility of item of safety equipment, and each new ma selecting a well-mined safety director and otherwise exercising tbe leadership which is chine guard. The worker who operates a machine is the person most likely to know necessary in tbe development of a safety pro whether a particular type of guard servo its gram. It is after these respoosibOities have intended purpose: whether it h practical; been met by management that the responsi whether ( trill give the needed protection; bilities of tbe workers come into play. and whether it will interfere with produc Once a safety program has bees initiated by management, .the cooperative efforts of labor in working out tbe practical details of the program become necessary, tn so far as organised workers are concerned, tbe local leaders of a labor union have great difficulty in assuming responsibility for a safety pro gram on behalf of its membership unless they are given some opportunity by manage ment to participate in the program. As safety directors, you men know that in establishments composed of many depart ments in ads of which a superintendent, overseer, or other supervisory person ts in charge, you are unable to carry out your tesporisibility in developing an effective safety program unless you are given some authority along with your responsibility. Likewise, the selected local leadership of a tion. He k.tows whether a particular item of personal protective equipment is cumber some or uncomfortable, and the extent to which it actually protects him from, injury. Tbe same criterion applies to rules and reg ulations. Tbe worker is usually able to tell whether a regulation will contribute to safety and the extent to which It may interfere with production. With respect to individual workers* re sponsibilities in tbe use of safety protective equipment, we are aware of the frequent complaints from management that, labor will not cooperate in the use of such equipment. In too many cases, however, equipment selected without consulting the workers who use it. and in many more cam without a thorough invotigatiofi of the me tor which it is intended. labor union on assume little responsibility The primary responsibility in this matter for accident prevention unless it is given . b upon management, with the secondary re- some voice in the development and applica ' spoosibUity bring that of the worker. If tion of the program. management carries through in an intelli Frequently, in organized plants in which the relationship between management and gent manner, fombhiag the oeeemsxy leader ship and education, enlisting the cooperation Textile Section 9 of tbe workers by giving them an opportunity to participate in tbe program, and insisting upon firm discipline in the case of recalci trant employees, in abomt every case, the individual worker will sbbdk die responsi bility which is his part of the accident pre vention job. When tbe worker feeb that be b being seconded tbe responsibility which is rightfully his, he will respond by carrying out his put of tbe bargain. When discipli nary action is neceary in tbe case of a recalcitrant employee, the balk of tbe work ers will respond by lacking up the safety department in its action. I recall art experience which was related to me by the manager of a small stone-cuuing plant during the early 'jo's, in the midst of tbe depression, fa chi atabitdment, gog gles were provided for aO employees and regulations were posted requiring their use. However, very little effort an* made by (be management to instruct the worker* >u tbe necessity for using these guggle* and tbe dango- Incurred by the worker who failed to use them. Ndtha was any pasricabr effort made to enforce the regulations which required the use of these goggle*- The workers were not asked to participate in the tonauhrioo of (he safety regulations and efid not realize that they had any special peut ia them. Altboagh eye injuries occnsmf from time -to time m a result of dying partide. no ooe had ever lost an eye in this small plant, and whatever cost readied from the eye in juries which did occur sms always paid by the insurance arrkr. From a financial stand point. therefore, the management failed to realize that it had a sake in preventing these accidents. One day a flying partide hit a worker in the eye and the eye was lost. About the same time tbe insurance company went bankrupt -- (you will remember that f stated this was ia the midst of the depresskm when so many businesses were failing). The employer had to assume the financial responsibility of pay ment as required by the Workmen's Comptantfaa Law. During ordinary times the cent would not have been a htary burden, but during tbe dtpwiuo days whes-the em ployer was struggling to meet his small pay roll and other overhead expenses, a two or three-thousand dollar liability, such as tUt accident Involved, was like a millstone around his neck. After this unfortunate experience be de cided that this kind of accident imposed too heavy a financial burden upon the company. Likewise, he realized that It placed the worker under an even greater financial handicap by impairing his earning capacity (or life. He sought tbe cooperation and assistance of his workers in an improved accident prevention program. The workers were asked to par ticipate ia the development of certain safety rules and regulations which would protect them from the more common hazards of stone cutting. Disciplinary action war taken with any recalcitrant employee who failed to obseve these regulations, and this action met with the approval of the workers generally. After this revised safety program had been in operation for a short lime it was noted that tbe number of minor zeridenzs which previously had been accepted as unavoidable decreased greatly, so that the possibility of more serious atridents became much more remote: The employer saved money on his insurance premiums through an improved exjMarience rating. He saved money through the* productive use of working time which would have been lost as the result of minor accidents. He increased both ri production and mrnings through the increased efficiency of his workers. The economic position of the workers in this plant likewise was improved. Less work ing time was lost from minor accidents--and to the worker, the loss of time is the toss of money. As it turns out in most-cases, the use of protective safety equipment increased rather than decreased production. With the increase in pioducrioa, better wages were paid, and the worker* profiled (torn the in creased wage sale.* For two reasons the goggks were found to be less objectionable than they had been pre viously. -In the first place, much of the ob jection which thee workers had to goggle was imaginary. In tbe second place, through the participation of the employee in the plant safety program, a better type of goggle was secured upon the recommendation of the workers. This removed much of the real as well as the imaginary objection to the use of goggles. . I believe that this account of how a safety program in a small plant tvas made to work furnishes an illustration of the importance of the human element in carrying out all .oddest prevention programs. So Song as the program was handed down from management 10 35lk National Safety Congress, 1947 without consulting the workers, k nt a fail ure. When tnmi forced the employer to revise his ideas and enlist the cooperation of the worker* in a mutually planned pro gram. 1c was a success. I believe that in many, many case* of failure, the problem is jna simple as that. Encourage full panidpatioB of worker members at nitty committee meetings; en courage labor to participate Is the safety cduratioo of the workers; encourage to make safety uggestiom wbkh riK evaluated fairly, and for which will be given aboe due; and workers to become a working put of planning for safety. If them things arc done, labor, in nearly every case, wiQ amnme fas responsibility in a safety program, and tbr effectiveness of such programs will be un proved beyond expectation. New Ideas for Mechanical Interlocks fax ihe Textile Industry By B. W. UOGHUN Supwrieor.Ioe. Rwwntkm P^.nliuit literty Union! harm-menCompany The only new Idea for interlocks hj the af amr problems, hot the pcicranage of accf- textile industry is the growing surpww or deucs rtmkfeg farms the operation of cards, willingness of sniQs to provide this type of pscfcxry wash rotfa, shears and the kuuuninc machine gnardlng. The bade feature* of in nips of ruffe, of varioas types still nnntiimri terlocked guards have been known far ware, u be the same. but bare not been applied widely. It is true that asany milk that have done Before going into a review of enaae of the a better jab of girding may have cut their bade prindpfes of interlocking k might be ftroBsuge snuwwtm as compared with m31s weD to present a icwun far the that fast made no fanfar attempt to guard umntirenem and ingenuity iquirad to de ' ufa m many of the sea vise new applications of old-ideas. lant it time to explore the Much is still being said about textile mill Mo'dati, bat too little tboaght fa yet glvno to the true definition of an accident. "An pnmfhsBHea af new guarding applications on iswlilirt wfeich comfame to produce there injniidl accident h in unforeseen or apea petted 'Sana aslife are brgfnufivg to develop inter- erem" and yet I trill venture to my that locks on guards foe the hazardous points of every safety man in this room can give the i--chines that hensdnee have not expected number of injuries that wiB be guarded. so caused by the operation of machines fas hb Lee us mrotdcr the definition of an inter mill during the ooaing year. What is more, lock. An interlock is a device that prevent* a each ooc can predict with latonbfa cer guard or entfcure of a hazardous Mdiiw tainty the number of rases that'will occur put being rafaed oe opened until the as the result o dm operation of certain types fans sopped ad also prevent* the wiiln'm of machines. Vet we sriU refer to three in being sorted whOe such guard or cadwnv. juries as accidents and talk about the need is open Or raked, for increasing our acridmt prevention **1W* Yean ago when safety tftsti were to their . Guards provided with Interlocks amt be afached to the machine. They are or can be infancy a great deal of mat was put on o arranged, however, that doming and re machine guarding as the fine step in a bade pairing ran be done without removing the safety program. guard. This k not true of the moil type of Then came the three K's--Engineering.' Ed- fired guaid. Fired guards sometimes us uracion and Enforcement, a fourth g-Xs- frequently be wmwul and too often nm- thusiam was added by some safety mas. We _ ,one forgets or geo jost plain Indifferent and then passed through the cycle of training' the guard k not repeated. program* infaead at akofoa) procedure* Yaw all no doubt are familfar with the and have mote recently nawiJtiul psychology rotating dotted disc and slid* type of inter- and human engineering as a sofatiou of many lock tint has bare aaed for years Textile Section 11 ^pfaw the kaasrds of cotton picker beaters. Thut is type number ooe, But before disrauftag gnefisg or imrTiinir |] Interlocking Intfar the thongfar occurs that no matter hoar muck fawwiwaat or ingenuity may be dfapfeyed fay wuannur in devising a new type of gmf or tkm interlock. the workasss ike particular type of machine should be kragfa fawn tie ptecere carfy in the do- was protected with a out type guard to pre vent a person getting caught while the ma chine was power operated; A ring was welded to the ran guard and a V-shaped piece of iroo was pivoted on bracket attached to the frame of the machine in suds a manner that the V section enclosed the shipper rod. A sleeve was fastened over the shipper tod at a point such that the V iron could This prrakn fa a deviation from the mmhaeacal mpeos of the subject of this talk, bet the hnsii rdatiouj angles can also be ffunied as n mean* of interlocking human toaertsL Inmilnu the bind dajp oe rincent fee am the bock is the link that makes the development of a guard pondble. Quite fre- quroily that operator, fixer or Bow worker . wffi came sy with an ide that b more prac tical aed intvpFiuf'iv chan chat designed by not be raked to permit the can to be removed onlos it was shipped into the off position. When the can was removed the V bar fall by gravity against the crank shaft and the other side of the V locked the sleeve on the shipper rod so the shipper could not again be moved to the operating position. This type of interlock might possibly be adapted to some other types of machines, but the point that fa most important is that thU mill recognized a hazard, found that the particular sourer of hazard had never been The wot type of interlock was developed guarded elsewhere, so they spent consider, thoowgk the twribttioa of (be tboagbu of able time and effort Co devise an adequate a number of people. It it a gravity V type safety device. shipper femfed developed for use ow owe type of dye kettle. Thr operation was such dw to event of a power failure, the kcttla It la frequently muds easier to develop an expensive daborate device than to develop ewfid be intiril by hand, to prevent spoilage of the material being dyed. a simple practical device tht works well and requires no maintenance cost. Owe doy a power failore doe to a tbondor anm occurred. The operator of one of the forgot to ship the shipper in the off --- The power suddenly returned and the km) auk struck the man a glancing Mow ow thr head. Fortunately no serious in A third type of inudpdfe fa the governor or cestcrifugal type such aa the type developed for use on centrifugal extracsocs. Such de vices ran be applied to many machines, but would be relatively expensive to build and install. jury imM, bwt it was apparent. that a You all no doubt know something about mtoi aee could happen foom this cause. eicctrfcat interlocks ndi as are applied to An hvnri|iuto of a means of prevention was wzisqji It was comparatively easy u> de rim an electrical means of control dm would modsa ribbon tappers and elevators. While three are not strictly mechanics] interlocks, they do lave rarduniql features and latches nttraaary for proper application. be tprim nipiinfre to install oa the fifty ket- ds and (fat n%k wen be expected under One woolen mill has provided electric in was dye kmn nrratttrinte to require * lot of time and maJumumce expense. terlocks on shear guards. Electrical knock outs cm wash rolls, derating machines and Am otimate at the oast, per sail was appmnimaatiy faamm far the fine fawUBstioa afera it m tkawgfat tfaae a hitkcr attempt dmold he made to devise a .'mechanical pdgtt. Anopsoriye a whole day sketch other similar machines axe bring applied in asxny wills on iodindosl motor driven unit*. Although in a strict seme many of three ap plication* arc doc interlocks they do provide as increased measure of safety and prevent serious injuria. ing up aw Idea that would week and cost sdy ggaa so sake. The ufuiwi1 and depart ment satxmd hand, uriwwi the sketches and bad improvements to suggest. Some Bulk thus far are experimenting with demonic stop notion devices to minimize production Icwo. Shouldn't such experi mentation also be extended to minimize hu The matinnic hod an crea bctttr Ides and amade the- device at oort of only |i.jo, The abaft on which the hand crank is coed man loses? One other type of interlock.has been de veloped in the food industry, a pressure in- 12 35th National Safety Congress, 1947 terlodc. This is a device that prevents the cover of a pressure retort being removed while steam pressure is present in the vessel. Pouibly such devices an be developed for use on kicts. pressure dyeing kettles or proc ess machines and other pressure vrssels in the textile industry. Let us now sec bow some of these types of interlocks have been applied (o machines in tbc wool and wonted brands of the in dustry, keeping in mind that the principle involved rather than the specific application, is the essential feature. (Demonstration of models.) On a tag or shoddy picker tbe slotted disc and slide (mndple used for yean on cotton pickers ate applied, tn some cub where tbe cy linder or rotating part is very heavy, it has been necessary to pmvide spanner wrenches to turn the barer so the slide an be oper ated into the slot in the disc Two type* of shipper interlocks illustrate how this type of interlocking an be used, irrespective of tbe direction of the shipper travel. In one case tbe shipper travel is "up and down," in tbe other "in and out." (n both cues the follow device prevents the shipper operation unless the opening is completely closed. The* is a very Important feature on this type of interlock. By chang ing the cover, the interlocking principle an be used on Fanuught or mixing pickers. If a chain -b attached to the cover of a dan out opening, unias tbe cylinder cover is opened, tbe cleanout cover cannot be moved; and the cylinder cover cannot be opened until the machine it stopped and locked. In a similar manner one interlock an be attached to one part of a machine and tbc guards or covers over the haordous parts can be'latched or connected with the one de. vice to effect a succession of protection. On a dolly washer of tbe dutch operated line shaft driven type, a gate remote from Use point of operation an be interlocked with tbe shipper. When tbe gate is opened. Use shipper cannot be operated. When the machine it operating, the gate cannot be operated without shipping oC the machine. It U possible to provide a device that will prevent the raising of the gate until the shipper it in the off position. Another guarding principle is involved hi tbc remote gate type guard, tbe priu'jdr of increuetl opening in ptopwthi M renetoot of barrier from tbe point of spasLion. Let us aR remember that tbe psaHitin of providing interlock* on textile machine* are still practically unlimited, lafeaairr and inventiveness plus a knowledge of fnodamental principles are the took with which such appliatioRS an be made. Tbe need (or further .ppliratioa is particularly mentiai it we wish to reduce tbe machine in juries, not accidents, that are recurring with monotonous regularity in the tenHe industry. THURSDAY AFTERNOON SESSION October 9, 1947 Presiding: E. G. PADGETT, Employers Mutual Liability Insurance Company What the American Standards Association Textile Code WQ1 Mean to Your .Program By E. A. ROBERTS Eastern Division Engineering Manager, American Mutual Liability Insurance Company Successful management is understandably reluctant to spend money upon the adrioe of people outside their own organization be fore they hate a complete undastsodiag of and confidence in the credibility of nidi ad vice. Therefore, before discussing the assistanee which the revised ASA Textile Code will afford your plant programs, .it would seem desirable to outline something of the history of tbe Amerion Standards Assoda- Textile Section 13 tlon in which ASA Codes are developed, and tbe manner in which it functions. The American Standards Association was organized in iqi8 to serve as a clearing house (or industrial, technical and governmental group* to develop and coordinate their stand ardization programs. Tbe ASA is a tedera* tloo of approximately too national organ[ra tions and some i/mo company members. The chief fuoOion ot the Association is to provide systematic mans for tbe establish ment of American standards. To do this it Swings together manufacturers, ^distributors, consumers, technical specialists and others directly concerned; ascertains whether tbe majority of these interests desires a national standard on tbe subject; and provides for the organization oi a balanced committee coosisUng of official representative* of the bodies directly interested to work out the standard. The basic principle underlying all A5A work is that a consensus of those having a substantial interest in the scope and pro visions of a proposed standard must be readied. Any group baring such a substan tial interest has the inherent right of rep resentation on tbe committee dealing with tbe subject matter of the standard. Tbe Association provides the machinery through which the groups themselves arrive Icdsioto. It taka up a new project only i.ton request of a responsible organization or group. The project may deal with an ex isting standard already in general use. or oee which it is proposed shall be generally accepted, or it nay Involve the development of an entirely new standard. Its activities embrace the widest variety of type* of in terest arming the field from t definition of Mdiniol (aw m itc itm fijym<at of a code covering physical safeguarding, such as is embraced in tbe revised Textile Code. That group of people gathered together (or the purpose of (cumulating oc revising a stand ard or a group of standards is designated as an ASA Sectional Committee. Each com mittee is a cross section through' the prin ciple of representation of tbe groups haring a substantial iotant in tbe subject matter being considered. Any responsible body may request tbe iofefatioa of a project. However, tbe Stand ards Council or its designated agency must approve the initiation of a new project and does so only after tnvotigaiioa has shown that the proposal commands sufficient sup port to make a successful outcome likely. If the results of this investigation axe satufectory, the initiation Is approved and tbe or ganization of a committee is authorized. The committee Ss organized by the sponsor in cooperation with the Association or by the Association on behalf of the sponsor if the sponsor so desires. 'The personnel of the committee when completed must be approved by tbe Stand ards Council or its designated agency. This approval it based upon the following con siderations: t. That the membership is competent and authoritative in its field. *. That it is adequately representative of those substantially concerned with the proposed standard or standards, and that the individual members officially represent the bodies appointing them. j. That an adequate balance exists be tween the general tlanificaiion of its members. (Each member is daat&ed according to hb burines affiliation, or, it tbe appointing argaoizaUon so indiates. according to the relation of that organization to the project in question.) Members of committees dealing with safety codes are classified as representing manufac turers, employer*, employees, governmental bodies having regulatory power over the field in question, independent specialists and In surance representatives. The officer* of a committer are usually a chairman, a vice-chairman, and a secretary, or in the case of small committed, a chair* man and a secretary only. The chairman afid vice-chairman are usu ally elected by the committee, although tbe sponsor socDetimes appoints these oflScct. It is the purpose of the ASA to provide a staff member to serve as committed secretary, and to futnish the necessary editorial and publication facilities to the committee when desired. Most committees have found it best to as sign the responsibilities arising duriog the early development stages of standards to sub committees. ASA methods provide for flexi bility in subcommittee organization. Early In the development of a set of stand ards it may be found desirable to employ the facilities of some one of the autonomous com mittees of the ASA which arc operated for the benefit of other safety code sectional 14 35th National Safety Congress, 1947 committees. tbovby bringing ioco tbe k- vetapmcnt of tbcxr ova Rudnf the expert kamrie^e of Mr oMMUt whlth bn Ior fan boon iaMlpdoc pbm of the - - In (loos oa drtftl may h At til stager negative by of rana a this hdHate agreement by brinpe; about a annul a- dcxstandicg of dfia|ot points of view. Usually a number of Aah is irnrrwiry ia order to teach a sedation which nptTKQts a eoncans as ooriy saasinooi a is poaibie. When complete unanimity fe readied, or when the pnywd auduf is supported by a asjstuy so mbwaneial that it nay properfy be coobiVtwI that a reranmu has been utmot improved edition with date, ASA symbol, and taction or paragraph number. The tcfciwyw are followed by the naiemcnr "or any subcquot revrifcao tbereo.** if it is Joiied that the lefctentn eovor mimn of tbe mandard referred in. Sad specific itttKttia serve to delta uesidwhly the text at the seantfanf befog tfcwJopcd where it is of such a nature tbu tbe activities em braced are well catered by general standards previously published. <iMwriitn| the adnuafttrative s*p* in volved in the development of a act of stand ards; i- The committee meets, pirns its wort, and appoints submnimiiim to draft the various lectiiww of the pvopened standard. reached, a report firing a detailed meed of the vote b made to the spoowr or. is case the committee is antooooou*. (o ASA head- quartas, Final action of the oa a proposed standard is by written baOoc or by an equivalent formal record sent oat by the From im-w of the committee (t) From outside wwm. oath as ra nting standards, research papers, etc. sponsor or by the ASA. g Draft prepared and dremlated u> mb- It a the intention of the Standards Coun cil not to approve conflicting standards. Hence. It Decenary that ASA committees and their subcommittees tsse care to ksep the pcoririous of the aiwtwb they are deweloping torahtmt with thoae of other American In th coosauttce is of the 4. Discussion by or in pwvring until agreement Is reached oa draft in subcommittee. $. Draft tixotlaiod to --mtiwe aifo in some cases to a selected lbe of organ izations and individual* not on tbe opinion that piorMcwt in ocher standards should be changed, amagoHat can be aaade for a tilsnmiop of' tbs points In question 6. Draft dhomed end acted upon by com mittee by iBmymAnfg and in meet' with tbe mcmutirr* ia charge of the other fop. standard*. There are cases where dbcrepanriq (a) Coordinated with other subcommit ate apparent rather tban real. In such cites tee reports, or tbe apparent duaqaodo should be ex plained in the report. In working otu spedSc (b) Amended by committee. or (c) kefentd bad to subcommittee for ruodards, effort is made to use general Amex- amendment. can standards and also International stand 7. Process continued until agreement oa ards whoever they apply. Tbe American draft standard is reached fay the cooe- Standards Amocatiom serves as tbe danad through which Americas foulness cooperates with other countries in wdardiiattnei goat* 8. Draft standard pubHshrd for critidn in one or more trade or torhnfaal jour-- ten. AH the iadawfal countries have found it necessary to set up national aanhidiiisf oak. or droilated to industrial and . tethnical group*. (This procedure is bodies Uk* the ASA. Tbe ASA maintains co . optional.) operative relations with all of these and tar 9. Critidwa rifted by committee (usually ries complete files of Uidr standards in meeting) and final draft standard When tcfocnces to American Frand- aids or pans of sodi scaaduds are included in the standards submitted Cor approval and are ia the form of mandatory requirements, such nfcitatn ate specfir: and icier to the agreed upon. low Final letter ballot of the taken on tbe proposed standard. ti. Proposed standard, togrrher with a record of the vote of each member of Textile Section 15 w mkmiued by the chairr--smittrr to the sponsor 1 and sefoniranq to ASA. mfonkted by the ASA for appwiaL by the Standards 1 tbe wwtoy of the ASA 1 af tbe new code in its t week of tbe A. code al to the specific de in aad. k scobs app <riale eerafog the aaalu q of a worked oa tbe nvisei 1 Jane 1945 and Janen the final vote was k has new been pub- State Inspection Bureaus. Id bet such an adoption of ASA codes as a port of sate reg ulations has already occurred in several sates. Regulation* concerning the provision of safety devices are dearly enforceable betux the owner ot the plant k responsible, under the bar, for the provisions in the plant. The enforcement of safe operating rules by authorities Is quite another matter. The em ployee's rmpoosibQicy is to his employer, and these is often interposed a considerable chain of supervisory responsibility. Tbe legal responsibility of such supervisors to their superiors to get compliance with operating rales aad their responsibility to their sub ordinates to enforce operating rules is not well defined. In tbe United Sates punitive application of safety regulations Is seldom reamed to by a regulatory authority. Unless tbe Sectional Committee which de veloped this Tension of the code baa erred in ia intent, it is my opinion that you will *nt that the proscribes of the code have been restricted to physical safeguards con cerning which tbe presence or absence Is a demonstrable fact. Thr mdc Scvriiin was sponeond by tbe Xaiaal Safety Csmcf aad tbe committee Weaver aymmkg thr National ftfity Cawta; lam J. Own, Jr. of the Na tional Bmcan of Snndanb was the secretary. In addkfon f Us. Wovcs. the National Safety C--rB waa irpucmnl by A. M. Iblinr who. at tbe time the wort was started, was staff representative in tbe Tex tile Section, aad myself. D. F, Hayes of the ASA has uniil as naff eemulunt. and has given invaluable service in keeping tbe com mittoe on tbe right path. His knowledge of the other code las saved much time in dc-. yefopiog adeqoate references. Ia addition so tbe National Safety Council and the National Bateau of Standards, ten other unions! organfaiHocs and teproentatives of two mirhbury manufacturers par ticipated actively in tbe revision of the Tex tile Code. Tfaoe Is one other prist in connection with this rrririoa of the Textile Code whkh should be of ansacse and that h tbe eoo ikak endeavor of tbe --"* to refrain from inoniicunof in tbe code any ufe op erating reka--tftis on tbe beds that satey codes may bucome legohtioa enforced by just what this revised Textile Code wilt owan to your individual safety program is extremely difficult for me to determine. A constructive answer would necesartly re quire a personal knowledge o! cart program. From my past experiences with a large num ber of textile plana, I can perhaps visualize half a doaen general patterns which would be descriptive of any ode ot the individual activities. 1 would suggest, however, that we do not allow tbe ha that this code covers physical safeguarding only confuse us as to iu application even in those programs where the weight of effort is (o be on educational methods- As safety otginem many of us are prone to emphasize tbe value of safe operat ing practices aad careful supervision--this on tbe bask that statistics seem to prove that ooly a small percentage of aeddeott involve deficient physical safeguarding. Personally I suppoct the theory that even though this be true satirically, careful investigation of cart and every accident frequently reveals that though we have placed the accident in the noo-mechanical type, the occurrence of the strident and severity of tbe injury trace back to tbe presence of a piece of equipment some time* not properly safeguarded. Take the simple and relatively frequent occurrence of an accident described as "slipped on oily I 16 35th Notional Safety Congress, 1947 floor" which accident not infrequently resuits in serious injury to the individual anermed by reason o( hts falling into or apiist a machine. In the first place the practice at the oil on the Boor frequently has resulted from the need for oiling a machine, and the seriousness of the injury is frequently intense Bed by reason of the individual, as he falls, getting a hand or a loot into some unguarded part ot an adjacent machine. Belt guards and gear guards certainly have a bearing on the severity of that accident even though they are not directly concerned as a cause. From the standpoint of accident severity, it seems appropriate to give considerable at* temion to the weight of the to per cent or z$ per cent of total accident occurrence which can be classified as being of the mechanical type, t make this statement for the reason that again statistics indicate that the to per cent of mechanical accidents frequently pro duce s many lost days as the So per cent classified as non-mechanical. Therefore. If y ou, in designing the safety program tor your own plant, accept this premise as worthy of consideration, you would certainly want to look Into.the dander of pbysual sale* guarding which presently custs in your plant or whlfh you would like So accomplish. Har ing come to this point of view, the value of the Textile Code become important. This code in its various sections relating to all types of specialized textile equipment and such equipment as may find usefulness in a. textile plant, even though it is also used in many others, provides management with the con sensus of opinion as to the best way to elimi nate physical hazards, and for management of plants located in states where governmental regulation supports ocher accident preven tion activities, these is assurance that a ma chine which k guarded In accordance with the specifications of the ASA axle will, in most instances, gain commendation from the state inspectors- A caneful study of this Tex tile Code will reveal that in many instances there* is set forth for the first time definite specifications for guidance In the solution of problem which have bees subjects of cootrovasial debate for a good many ytsn, 35TH 1050--J-4*--N NATIONAL SAFETY CONGRESS VOLUME XXIV TRAFFIC SECTION NATIONAL SAFETY COUNCIL, INC. 20 NO. WACKER DRIVE CHICA60 6. ILL. I Foreword HPHE Transactions of the 35th .National Safety Congress and Exposition of the National Safety Council are pub lished in 29 volumes. Volume I includes the Annual Meeting, Banquet, Women's Activities, Index to all volumes and List of Exhibitors. Volume II contains the ASSE Session and the Industrial Subject Sessions. Volume XXIX contains the Early Morning Sessions, "Psychology You Can. Use." Each of the other volumes is devoted to the sessions of a single section or division of the Council. The transactions are a record of the proceedings of the Congress, condensed and edited for reference purposes. The complete original manuscripts, many of which contain charts and illustrations which could not be. reproduced here, are available in the files of the National Safety Council. The National Safety Council seeks to eliminate from dis cussion matters not pertinent to the aims of the Council. However, it cannot accept responsibility for the views ex pressed at the Congress or in this record. It is expected that the new format of these Transactions will permit wider and more effective use of the material re lating to various fields of safety. At the same time, the whole set provides a complete and indexed reference work on all phases of accident prevention. THE NATIONAL SAFETY COUNCIL 20 North Wacfear Drive Chkroqo 0,10- ninmi v.s.4. 3 35th National Safety Congress Transactions nb VoL Annacd Mwfag. Bcmqoat, Womn't Acttriliaa, bul to <dl VohmiM cmd EdiDiHnw........................................ 1 JbncdcanSocWrolSditf EagbMn aadSabiaclSMriOM. 2 Aircraft Mniuilmiluibag S*c8on.......................... 3 Air Transport Soctioa............................... 4 mA MnrWrie Shop Sadti......................................... 5 Camtrt and Quarry SkUoo.............................................................. S Chmlcai Btrilon................... 7 Coed Minina Soctioa........................... Commercial Vahlcfe Saction................... Soefion ......................... 8 9 IQ Food Soctioa.........................................................................................11 bdtMlriai Hmlsg S*cBoa.................. 11 Marino Soctioa.......................................... 13 Moat Packing, Tanning and Loorthor Indastrioa Soctioa............14 Motedo Soctioa .....................................................................................15 Minin? Soctioa ....................... 16 Paper and Palp Section...................................... 17 Petrolomn Soctioa.................. 18 Power Prow Section....................... 19 Politic Ulititfee Soctioa........................................................................ 20 BaOroad Section................................................................. 21 Bobber Soctioa................. 22 TafUo SmcOaa.................................. ...S3 Traffic Soctioa......................................................................................24 Wood Products Section.................. 25 Farm Safety........................................................ ...26 Home Safety...................................................... 27 School and College St--ions................................. 26 Psychology Yon Can Use (Early Morning Cortona)................29 PBXCES OF E2TBA COPIES OF INDIVIDUAL VOLUMES VOLUME SIZE ' TO MIMPM , s to 9 copies to to 99 copie* soo to 999 copies toooormen Las thin tf psgo>| jso. $ .1* ca. $ as .* 9 >} a. *4 to 48 pt|- 15 " jo " JO " JO " 49 10 9* pogtoOiw 96 page*-- ~40 * -90 " 05 ~ 40 " 41 " -8 " 4" Complete set o Transatikma (19 toiaac^*lsjo NON'HZUBKK pika axe doable member pries. 4 Traffic Section Exacativ* Committed 1947-48 Control Choirman-JOREFB U. WYATT. Chief Ki|>unic, Baltimore Trafic Court, Baltiswr, Md. Pint Pice-Chairman-HARRY E. NEAL, Qrfef Engr, Dir. of Trafic and Safety, Ohio Deptof Highways. Cahmbna. Ohio Second Pice-Chairmen--T. C. LYNCH. Secretary- Manager, Greater Los Angela Chapter. National Safety CoaodJ, La Angeles, Colit Third Pice-Chairmen--'WILLIAM L. CROTH. Cape, Virginia State Police. Richmond. Va. Chairmen, Committee on Tra^Se Accident Records--}. E. JOHNSTON. Traffic Engr, Dept, of Ronds and Irrigation. Uomh, Nebr. Chairman, Annual Congress Program Committee--JULLEN H. HARVEY, Manager. Na tional Conservation Bureau. New Yock City Chairman. Membership Committee--HENRY W. JOHNSON, Chief, Police Dept, Kansas City. Mo. Members-at-Lerge--A. W. BOHLEN. Executive Dir. American Assn, of Motor Vehidc Adminisiraton, Washington, D. C4 GEORGE CLARKE, Managing Dir.. Texas Safety Ana, Austin. Texa NORMAN DAMON. Vice-President. Automotive Safety Founda tion, Washington. D. C4 A. R. FOR5TER. Dir. of Training, Northwestern University Traffic Institute. Evanston, IU4 GORDON GRAHAM. Supvr: of Safety, Detroit Public Schools. Detroit. Midu MAXWELL HALSEY, Executive Dir, Michigan State Safety Commission, Lansing. Midi.: JOSEPH E. HAVENNER. Mgr, Public Safety Dept, Automobile CXob of Southern r.r.'fewi, Lot Angeles. Oslit; E. H. HOLMES, Chief Div. of Highway Transport Research, U. S. Public Roads Administration, Washington, D. C.; RUDOLPH K2NC. Registrar of Motor Vehicles, Boston. Mast.; KALLIE L. MYERS, Safety Counselor, Indianapolis Railways, Inc, Indianapolis, Ind.; HENRY SCHEFFER. Mgr, Automobile Accident Prevention Dept, Auto Owners Insurance Co, laming, Mich.; T. J. SEBURN, Traffic Engineer, Dept, of Public Work*. Kansas City. M04 EDWIN S. SMITH. Dir, Rochester Safety Council, Rochester, New York: A. GLENN SMOOT, Traffic Engr, Arizona Highway Dept, Phoenix. Aria. Bx-Offido Members--Traffic Court Division Representatives--EDWARD C. FISHER, Judge, Municipal Court, Lincoln, Nebr.: HARPER E. KARB, Judge, Munidpal Court, Little Rock. Arka Police Division Repnsenletiucts-COl*. HOMER GARRISON. JR, Dir, Texas Dept, of Public Safety. Austin, Texas; B. R. CALDWELL. Deputy Chief, Police Dept, Los Angela, Calif. Post General CAdlrmen-PAUL J. PRICE, Capt, Trafic Div, Police Dept, Dayton, Ohio: W. GRAHAM COLE. Asst. Sec, Metropolitan Life Insurance Co, New York City. Secretary--DONALD S. BERRY, National Safety Council, Chicago. Illinois. 5 6 35th National Safety Congress, 1947 MONDAY AFTERNOON SESSION ' October 6, 1947 GtswdSMdoB Presiding: PAUL }. PRICE, Capt. Commanding Traffic. Police Dept, Dayton, Ohio; Gen eral duinau, Traffic Section, N-S.C. At tho State UmI By RALPH OATES Governor of Tiytimw A sound safety program is good business and good politics and a necessary part ot good government. Commercial exploitation, political maneu vering or personal selfishness has no place in such a program. State officials, as the elected or appointed representative* of the people, have absolute responsibility for fur nishing the leadership and securing the as sistance and cooperation of total officials in the creation of an official traffic safety pro gram and in malting that program work. Individually, state officials are responsible for a careful inventory and analysts of state statutes, especially as they may relate to their activities. The uniform motor vehicle code, administrative practices and procedures, standards for employing and training per sonnel are typiati examples. And, state of ficials are responsible for the dissemination of proper information to the public as to laws, regulations and safe practices. Before you can put the Action Program to work, an official state traffic safety program must be developed. First, state officials must accept the responsibility for making such changes and improvements in their individu al departments as are possible under existing laws and with available budgets and person nel. They must recognize the needs that can not be met immediately, and make sound recommendations for future action to meet than. They most abo provide, through prop erly constituted committees, the structure for full discussion of their present situations and future needs. Through coordination and co operation, they must furnish mutual assist ance in meeting them, and, in the proems, all overlapping, duplication and souxtxs of fric tion must be eliminated. Based on information supplied by these dneusstom. state officials must prepare a sound ovcr-aU traffic safety program for the state, in cooperation with dvfc leaders and local officials. More--they have the responsi bility oTkecping Use legislators and tbe public fully, informed about`this traffic safety pro gram: they must furnish'tbe stimulus for or ganized public support of the program, and, in putting it to work, must give local officials the same kind of assistance and cooperation at tbe local level as was needed to accomplish these objectives at tbe state level. That's a large order, isn't it? You might ask, "What have you done in your home state of Indiana to live up to these responsi bilities?1* . Briefly, there were eight steps which high lighted the state program which has cut (he mileage death rate in Indiana from **.5 to cpi, they indude: 1. Tbe legislature gave the Traffic Commis sion statutory status, permitting the commis sion to accept private funds to supplement state budgets, and setting up a public ad visory committee to tbe commission. . Accident records procedure was stepped up with modern equipment and methods. 3. Changes in the state code were enacted to bring it into conformity with the uniform vehicle code. 4. A bill was passed to create a strong Bureau of Motor Vehicles dealing with vari ous aspects of driver control through liens- ing, driver improvement and finanriil re sponsibility. 5. Traffic engineers were increased from 'five to 18. . Some changes in the State Police were Traffic Section 7 made and the training and retraining pro gram was supped up. 7. Driver training In schools is being pushed, SL Technical assistance in traffic engineering and installation of acrident records bureaus is befog offered dries. There are some of the results and this is how they roe accomplished; During 1944, while traveling the highways campaigning for the office of governor, the traffic tragedies and near tragedies on our highways caused me considerable con cern. I realized that in campaigning for high office, I was asking the people to give'me the tesponsibility for leadership in doing some thing about this situation, and t was deter mined, if elected, to do ic. Shortly after as suming office, 1 called the various officials together, with the detennination to partici pate actively in this program and to furnish such leadership as my position required, t iuily expressed my own opinions, and found the others were in accord, not because I was governor, but because every one of them wax as determined as l to whip this problem. This group formed a committee known as tbe Indiana Traffic Safety Commission. We called upon representatives of tbe In diana Traffic Safety which has been functioning for'ten years, for urbance and advice. We Immediately aAcd for and received an analysis of our report to tbe National Traffic Safety Contest for state, t want to make It very dear chat 1 believe every sate and dty should take advantage of this sovice. It furnishes an objective msmI Inventory and progress report of what your state or city is doing and bow it compares to the atisting standards and the accomplishments of oth*s Mates and dries. We In Indiana look forward to the pmentation of hfr analysis each year. I then appointed a committee composed of three representatives from the traffic com mission and the Council, with iretzuofons to bring in a realistic report as to Indiana's present sattzs and its needs. This report was somewhat unumi. jt was the frankest report I have ever read. It was as free fo criticism of the Council represent atives' shortcomings in providing public sup port as of ours in our respective official areas. I realized that this committee had dooe an outstanding job. and that a new era was un folding to Indiana is dealing with problems of traffic safety. The report referred to the responsibility which tbe public bas toward this problem, and challenged tbe Indiana Traffic Safety Council to provide tbe base for giving tbe commission full and aggressive support in activating tbe program' and in securing tbe support of the legislature where needed. Fortunately for us, we have had in our state for ten years tbe Indiana Traffic Safety Counci!, composed of more than 80 organi zations representing all interested state-wide organizations, official and private, commun ity safety councils, and outstanding civic leaden. During the period la which our program was being formulated, tbe President's High way Safety Conference bad beat called. The action program was bom. and it gave us par ticular satisfaction to realize that every step we bad taken, every recommendation in our program, was in complete accord with the action program, which is now the national blueprint for traffic safety. Following the President's conference, I called a statewide conference fo Indiana, where our proposed program and tbe action program were discussed. Tbe program was approved, and it is now the official action program of tbe sate of Indiana. Our j$47 legislature gave our traffic com- mission statutory status. In doing this, it took two very progressive step*. . First, the executive committee of the Indi ana Traffic Safety Council, which is elected by its members, was made the advisory com mittee to the Traffic Safety Commission. This provides a oootinuin$ group repreentfog the public that carries through year by year, ir respective of changes fo political administra tion. As the representatives of public opinion, they will be available to new officials and pro vide the base for consistent policies and un interrupted progress. "As previously noted, the bill provided that the commission could accept funds from pri vate sources for carrying out its objectives. These funds supplement legislative budgets and provide financing for activities which could not otherwise be carried out. We be lieve it represents the ideal manner through which to put into effect tbe recommenda tions of tire action program. Based on a survey made by the commission with the issuance of the uniform laws dl- s 35th National Saftty Congress, 1947 vision of the Automotive Safety Foundation, whose valuable service 1 recommend to every state, important changes in our basic code .ere to bring it into conformity with the uniform code. The bill passed to create a strong bureau of motor vehicles dmling with various as* py*s of driver control through licensing, driver improvement, and respond* bility, also centralize* driver licensing pro cedures and driver records through reorgan* lotion and installation ot modern equipment and procedures, at a cost of nearly one*half million dollars. This will be in effect January i. IMSThrough the commission staff, the Traffic Safety Council and the National Safe* ly Council, we will offer to the cities and communities presentation of the analyses of their reports In the national and intrastate traffic safety contests for cities, and n- in organization of public support. Through the cooperative efforts of the Safe ty Institute of Purdue University, the state police, the state highway department and Indiana Traffic Safety CoancO. we offer technical assistance is traffic engineering and installation of accident record borraas. Ob the basis of the drop in the mileage tate horn it^ to 94 la 1947 alone, we saved jto lives, avoided 64m injuries, and saved $*0,1)74*0 in economic tom. Certainly a wonderful return on the efforts and money expended. And we axe just starting. We arc trying, we shall continue to try, to teach that irreducible minimum, if there is one. But we want help and advice from every official, every organization, and every experi enced civic leader cm hew to Improve and expand our efforts, and we nffy our help to any who desize it. Traffic safety b ooe of the greatest respon sibilities state government faces, and also one of the greatest opportunities to contribute to the* happiness and economic life of the citheory and to assist ha the development of safe) efficient and pleasant highway transpor tation so vital to the future of our country. At the City Level By WILLIAM F. DEVIN Mayor of Suattlu One murderer or one fire maniac In a city when we had s8 cases of smallpox and eight can cause tar more consternation than many deaths, the cruize ddmiy was alarmed; $y>,< times that number of traffic martism. 000 persons were inoculated immediately as Why is it that we--dry officials and citizens health officials worked feverishly to check this alike--are DOt more aroused about this traf public enemy which already had fic problem? I think there arc two basic rea eight lives. Fortunately, the epidemic was sons. First, because there is seldom, if ever, halted and the city again relaxed. any animus or malice connected with a traffic This year In the am dry--the same people loss--most people regard the injury as acci --we killed mS people in traffic during the dental and. therefore, feel that nothing can first eight moths, hut. instead of being be done about it. Second, because most of us alarmed, we arc actually hoping to win an see ourselves as possible offenders and, natu award because that numbs k only half as rally. are reluctant to face the stem realities many as were killed last year and a great of being at fault. But neither the public nor deal fewer than were tiiu In the per the public official is hesitant about sounding iod in comparable dries in the United kata. the tocsin in the face of a serious fixe or Instead of being alarmed about the 18 who criminal situation or, in the field of public were killed, we arc patting ourselves 00 the health, when epidemic strikes. back for a job well done. When smallpox broke out in Seattle. Wash, Would that we could inoculate 550,000 in the spring of 1946, the entire raources of people agalnw death or injury by motor ve our community were rapidly mobilized and' hicle. Scientists have found the solution in the tireless workers in the city vaccinated 550,000 persons in the effort to check the plague that totalled >8 cases and caused eight deaths. field of mcriidiHL It is our job to find it in the field of traffic. Thstk why every dey mutt inaugurate a vigorous traffic safety pro This presents a strange situation. Lax year. gram and keep it ativd Traffic Section 9 The I64 question & How can we protect our people against tbdr own acts without unduly restricting tbdr cherished liberties? Far better qualified men than I knag ago bid down the baric prescription to cure this municipal malady: That prewtiprioa xs sdU good if it only rill be filled and then taken as oederod. It is simply this: "Edocstioo, Engineering, and Enforcement. Shake watt before using." The lax is important foe if the ingredients are penutted to become separated the effec tsvenae of the formula is destroyed. Let ns look at the specific ingredients of rids pro* scripdoa as cadi applies to dries. Although the responsibility for the execu tion of a safety program rests in the nffii iil agencies of lorn! government, that program never will be successful without the nil sop- poet and cooperation of the ritfaerx. The drivers and pedestrians mux understand the program and aunt it. Traffic laws are not made to be enforced-- they are made to be observed. Unless the ma jority of our people underaand our traffic regulations and want them, we cannot hire enough police officers to enforce them. While the technique and physical work Of ifnwwiim miw be done by public agencies, the eduadonal and psychological work mux be performed by civic bodies, working closely with public officials and agencies. The natural liaison between the official agencies who say, "thou shalt and then shalt not," and the or drivers and pedestrians who my, "why can't J," k the total safety coundL Sods a body, rompomd of leading citizens in the cky. can say to Mr. Qdn, "Loot, tbsse traffic laws are not made so the Police Dsputnax can annoy you. They are not made to derive revenue. They are made for your own protection, so you can motor to and from your home and your plats of business more quickly and safety.** The local safety council, armed with, facts, can give the various civic organization* spe cific jobs to do, and with the cooperation of the radio and the press, will be able to sell an effective mfety program to the community. We should inform over people of the necasity far traffic laws. If we could give them the rearous lor pedatriaa protection am- aligns. for xicialu cnfiacceusept programs, for traffic vfofazcw schools: If we could better educate oar yoath through traffic courses in the elementary schools and through driver rraiwtm courses in the high schools; then we would shift responsibility for safe driving from the shoulders of the public to the shoulders of the citizens/driven when it properly belongs. This, indeed would be a program of which every public official dream*--a program for the benefit of his people, cooperated in and carried out by his people. Traffic is where you find people and rais in the dries and on the main highways. That is where engineering and enforcement must be applied. In every tity there should be a full-time traffic engineer, ooe who lives, breathes and sleeps traffic, ooe upon whoa the responsibility for traffic ran be squarely placed and who cannot pass the buck. The fim thing which must be done Is to determine the facts. This study of facts out- oot be made once and forgotten. It most be continuously checked and altered in onto to meet the ever changing needs of the moving public. The third ingredient in our formula is Enforcement. Here again, as in Engineering, we must start with the facts. To learn these, the police department must keep complete, accurate, and centralized records of all traffic collisions arid loea. These, in our dty, axe analyzed and charted on spot maps daily. Once it Is determined where traffic losses axe occurring and why, the solution becomes obvious. The determination of the fees is more or less of an exact tdence. After that we are faced with the more complex pnbloa of enforcement through human agendo. En forcement must be according to prindplc and not according to personality or prosuro. This is difficult, but not impossible of attain ment, and once the principle is established the execution of the program beeomo easier and far more effective. The traffic courts must play an important part in the enforcement program. Unless the judges stand behind the program with a consistent policy of penalties tor the guilty and an equally ardent fervor to protect the Innocent against false accusation*, the pro* gram cannot be fully effective. All of these agenda--the police department--the viola tions bureau--and the courts--must speak the same language, must be working for the sae objective*, and mux have a thorough un derstanding of each other's problems and 10 35th National Safety Congress, 1947 goals. Only through such a united program of the enforcement agencies can the people of a dty know what to expect or what the policies of enforcement arc to be. In our prescription of Education, Engineer ing and Enforcement, t have added the words "shake mtell before tuiog." Even though each department may do as excellent job in its own field, there is a strong tendency to isolire its own activities from those o all other city departments. Unless this tendency is watched and corrected, it will result in a complete lack of coordination--sign that our formula is not being well mixed. If we are to obtain the full benefits of our safety pro* gram, all departments of city government which have any connection with traffic must work together as a team. The police, the en gineering, and light departments, the transit company, the courts, the schools, the press, and the public are ail members of *- No one can do the job alone, but all, work ing together in accordance with ooe plan and one sec of rules, cut accomplish real gains. When we developed this kind of teamwork in Seattle, the results were terrific. In the first eight months of 1946 there were 1gjooo arrests for moving violations; daring the same period (his year, there wee 30,000-- an iacrmse of 58 per cent. Our enforcement indot for, the fim eight months last year was iu; this year, for the tame period, it was >0.7. As we noted earlier, our fatalities were reduced 50 per cent--110 deaths from traffic in 1945, reduced to 79 In 1946, and 8 in the fim eight months chi* year compared with 53 for the mate period of 94*Wc doubled the number of aa on motor, cycles, planned our work and worked our plan, and accidents were irdimwl 144 per cent and injuries dropped 154 per cent tor the fine eight months of 1947. These savings in lives and property on be made through team work--the teas work of the police, the engineer, the coons, the press, the radio, the safety councils. and the public. No ooe* of these atone can make a safety program a success, bat any one of these team mates on cause the program to fail. Wc most use the original prescription, the three Els of traffic enforce, raeot and cngfaaci Lug-hist dent forget to shake wdl before aasgi State-Cits' Relationships By RUDOLPH F. KING Registrar of Motor Vehicles, Commonwealth, of Masegchnsslis The success of Amelia's traffic safety pro gram and the future development Of high way transportation depends largely upon a broadening and improvement of the rela tionship between the public officials of each state and its dries and communities. The elements of the traffic safety program in which this Improved relationship should exist cover practically every phase of vital importance. Accident reporting, driver, licens ing, enforenent. traffic engineering, driver eduarion and training, public information and organized public support are some of the most important. Every official and diiaen, with the fundamentals of a traffic safety program, knows that the collection, abulatfoo. analy sis and use of information second from acci dent reports is the keystone to sound accident prevention activities at any level. Without the full co-operation of tool officials hi set ting up aeddent recocd **--". investigat ing accidents with ml"*! pmoonri to the grcatoc extent pomible. fconhbing copies of the report! of invatigatioo to the proper state agencies for cocrebrioa at that kid, and making use of such intuanilon In local enforcement activities, no state or dty can have a good, well rounded aeddent preven tion program. In all Instances there asm exist a coopera tive relationship; the idle asost tarnish the communities all information of value to Conditions fa many dries at smaller ste are such that they need amiscaace in the estab lishment of aeddent records bureaus, the training of key personnel, and further coun selling and advice as the project is developed. In my opinion the state is nhftprod to pro vide this service. But, bow can a commanitv reasonably and Traffic Section 11 I adequately determine its needs in this, or any I other traffic safety activity? I There is now In operation a program of pension and revocation of operators' licenses, and, in many sates, the action of the courts, is man vital. national scope which cut be utilised to pro The need for closer cooperation between vide this information, and to help clarify the respective responsibilities of the sate and the community in aeddent prevention ac tivities, with the creation of cooperative rela tionships a natural outgrowth of paxtidpadoe. sate and dty enforcement officials is %o evi dent that it hardly needs mention, yet, con tinued contact is necessary to keep this rela tionship inuct as, frequently, problems arise calling for speedy solutions. Provision of training fadlitio for personnel, the installa This program, the National Traffic Safety Contest of the National Safety Council, Is open to all states, and to communities of 10,000 nr more population, requiring the participants to submit factual reports of their traffic aetivitiu. Of course, to win a fim place plaque, or eves as honorable mention certificate, is tion and maintenance of acridmt report bu reau* by mu departments, and tbe establish ment of channels for the expedient inter change of information are equally vital to program success. Traffic engineering also needs this doscr affiliation of agenda. Highway transporta tion facilities are a part of our dally life, and very gratifying; but, the most important issue their tue with greater mfety is most impor in the coated is the accurate and booed re porting of Inventoried performances. At the doee of the contest, community of- 1 fidak may file a request with the contest tant. Many dries suffer from a lack of finances, precluding such traffic engineering work as should be done for general, as wed as fool, benefit. In such {manor, tbe sate secretary for a complete analysis of the an nual report which not only evaluates the community program, but furnishes compari sons with -standard*.** programs and remits of communities of similar size and problems over the nation, and activities of dries and towns adjudged to have the best traffic records. The nugnfmrtc of the benefits to individ ual scats, communities, and tbrir citizens will i be in proportion to the extent of care ex pended in the preparation of complete and acosmic ispoil*. should assume this definite responsibility of providing assistance and tbe cnopsatioo nec essary to do the job. Thus, we could go through tbe list of ac> tirites recommended. We must agree that safety is such an important factor in out lives, that, Jo those dries where traffic prob lems warrant it. and where Industry, business, and the public can finance a full time saff, there should be a safety otganiation. It is probable that in communities with a popula tion of 50,000. or leas, this course might be State traffic offidab should give active sup impractical, if not entirety impossible. There port to this program by concUring commu ought to be a public support committee in nity reports and presenting the analyso after such dries and the state should assist in or they are made, thus offoing both state and ganizing and servicing them with official dty officials a broader interpretation of mu staffs until each functions satisfactorily in tual problems and a more complete under- sdf-ruffidency. sanding of needs and solutions. Now, what about our stepped-up program gome of ns are told that this program will So Massachusetts? probably be expanded to provide the basic material lor "Progress Reports" from sates sad dries tor the President's Highway Con ference Action Program. This will be a very practical step forward in the traffic accident prevention movement. We held our Governor's Highway Safety Conference in May, 1947. which was attended by more than i,*oo persons. In 1946, tbe Registry of Motor Vehicles was set up as a separate division having, equal sums with all other sate departments. An aeddent rec Now. we muse consider some of the other ords bureau has been esublished and we are dements of the project. While driver licens planning for even more up-to-date equipment ing is primarily a sot* impossibility, It is and lor complete mechanical abulation. only with the cooperation of the courts, pro*tenton mod tool enforcement oficen ***** it can function mcccmfnMy. Vigorous prosecu tion of easel, recDcameadstinm concerning sus Through tbe cooperation of tbe Legisla ture, we have trained and assigned 40 new inspectors. We have sec aside April and Oc tober as tbe month* in which it is manda- 12 35th National Safety Congress, 1947 Traffic Section 13 eorjr for every motorut to have his or in- ipted. The Traffic Engineering Division is odd* stsntij engaged in giving advice io dries sad towns on such matters as surveys and other pertinent activities. 'Ihe State Police have been brought up to fitli strength of 900 men. Munchusetts hat placed heavy emphasis on driver education and training, as well as other activities for both children and adults. Up to September 1# >947, mote than 388,000 children and 44,000 adults attended meet ings we conducted. 1 wish to thank the chiefs of police and other in the 78 Massachusetts dries and towns of mote than iojooo population which submitted reports in the 1948 National Traffic Safety Contest for too per cent co operation they gave the Registry of Motor Vehicles. Their efforts assistnet in making It possible for MasaefctzsetCf to place third in the nation, only four-tenths of t per cent behind the second-place state. What about the small seatiered counra* niries and their smaller rural areas? They. too. are an important put of this entire program, despite the fact that they axe sometimes overlooked because they may he difficult to reach. In most states, coordination could prob ably be effected on a "county" basis. The Traffic Safety Contest might be broadened at the state level by bidding an intrastate con test in conjunction with the national con test. thus providing for analysis reports and assistance in technical matters, as wefl as or ganizing public support groups in small dries. This plan b being developed in some states but it's needed in every flats ! From all these coosdmaud activities wifi come a united front to main aaOoi of Bal tic aeddeats a certainty. More than 90,000 dad* mr tba* inn, 000 injured on highways an the Uafeeff Som in a year must be ujuffidtied as war condi tions. Neither Icgfrisrfan, war the thfakfog of the public and of public officials as a whale, have kept pace with the tnwtadew iaini in motor Tcfalde problems, k h later then we think. Too little, too hue. will be mid of us as state and community nffiriiW. sdaousn, directors, and of our safely organisations sto len we supplement our programs with posi tive, affirmative action. As state, tity, town and organization lead ers let- us uk oundves. "Do we really think highway safety is our hntfnc? Are wc da- cere In our efforts, do we sincerely want to do something aboat it?" It the uwo1 h yes, then let us take off ear costs, roll up our sleeves, sod substitute action for Up service. Let ns remove boss oar the thought that iwtyvww *112 wave a magic .wand, and, !o and behold, the traffic prob lem will be solved. Wc can help by doing oar part to provide good state, tity, town and organization ids. itonships, backed by more intelligent thinking and planning, and constructive action. To this let us add the perspiration that mmci from honest, sincere labor, and we will re duce accidents and deaths on our highways. 1 TUESDAY MORNING SESSION October 7, 1947 Group Session lor Police Presiding. COL. HOMER GARRISON, J1L, Director* Texas Dept, of Public Safety. Police Tactics in/ Traffic Patrol and Enforcement (Panel Dinctimaion) Discussion Leader--A. JL Foattzx, Dir. of Training Div- NorthwestUniversity TiaSe Institute Participants: Departmental Procedures I City--Howa* W. Host, Chief of Police. talitnmw IHA. | State--Ooc. Ifnew B. Waocomi, ktpt. Ids- totni State Highway Patrol Patrolling Techniques City--Asnnm L **" Traffic Inspector. Metropolitan Police Depc, Washington. D-C. Stale--Cavt. Ralps J. Btxxtn, Connecti cut State Police CHAIRMAN FORSTER: 1 would like to tdl yon whit wc believe is the scope of this panel dacuanon. We have broken down our disemrioa into two general groups of practical and technical mac fiat, mauen of departmental policy and procedure, under which we want to talk about soch hum as whether traffic patrol should be one man or two cam; what are the relative merits of automobiles and motorcyder for traffic control; what about the 000spicaousaiem of vehicle forkings for traffic control: and finally; what about mechanical speed checking devices. In other words, un der that general beading there are matters for departmental derision to guide the ac tivity of all the men. After that* we are going to more down to the patrolman's level and talk about the man on patrol, on the dty street or rural highway, and the practical down-to-earth techniques for his employment, taking up the quesfoo of open patrolling on a highway as opposed to the practice of semi-concealed supervision; obsrevadon techniques on patrol; speed, mileage on patrol; the uses and values of spot cbeik and of traffic blockade tech niques; speed checking methods and tech nique of apprehension and approach to (be violator. The 6m thing that we want to talk about, then* is departmental procedures In traffic patrol, and I would like to open that with s question to Superintendent Waggoner, boa the mate point of view, concerning the mat ter of one man or two men in a traffic patrol car. Z would like to get Use opinions of our panel, here, both the dty and state side, on that question. COLONEL WAGGONER: Our experi ence in Missouri with one man patrol can las hem an unhappy one. We fed that from the mandtpofnc of efficiency and protection of the nffionr, it is s must that we have two mess is osr patrol an. At the tux tiw., we operate with a depleted personnel, and hare tad to revise and arrange our schedules* where it Is nrccusry. having one man in the car is the daytime and two nm at night. and two men in patrol can around the met ropolitan centos. It has been our experience that one officer cannot handle serious accidents, control traffic, take care of injured, people, and we hare last the lives of officers because of the depleted condition of our personnel, in that we could not put two men in the patrol cars. We fed that it is a must to have two own in the patrol can in our state. CHAIRMAN FORSTER: Did you say* Golood, you have two men in all the cars, or you hare some patrols where you put one man? COLONEL WAGGONER: We hare one mad generally throughout the state in the daytime, except around the metropolitan centers, tike Sc Louis and Kansas city, where we have two men in patrol can; and two men at night all over the state. CHAIRMAN FORSTER: In other words, your policy Is ooe of putting the number of men out that experience proves to be neces sary. putting two wherever there is any doubt as to the adequacy of one. COLONEL WAGGONER: That's right. And we always double up oq Saturdays and Sundays, week-ends. CHAIRMAN FORSTER: What about (hat from the dty point of view? What is your opinion on that. Chief Hoyt? CHIEF HOYT: l cam only speak, of course, as a chief of a small dty. Kalamno U a town of about 55-60 thousand, and our strength isn't great. Our criminal problem isn't too heavy. Our traffic problem is. If I had the choice ot haring six can out with two men in the can, or twelve can out. with the districts ait down to one-half the size, 2 would choose the latter In our dty. The safety of the officers, X fed. Is just as good with the twelve cars out as it is with the two men in the car. Oux experience has shown that the few times three have been officers injured in police work, there hare been two men together. I know that certainly does noc apply la some heavy metropolitan areas. It does not apply even in our town under certain con ditions and in certain sections of the dty. But generally, that would be our preference, I believe. From the traffic viewpoint we hare had do difficulty with one man In the at. I might say the way we are operating now is one man in the car sixteen hours a day. 14 35th National Safety Congress, 1947 Traffic Section 15 From eight p.m. until four to. we have two men in the car. The second man in the much the same way, perhaps depending upon the part of the country we are in. In car is usually one of the newer men who U getting his practical training with the older officers, and at the same lime we are having the benefit of the two naan car. CAPTAIN BUCKLEY: We use one man In the tar almost all the time. However, we have this advantage, that our area b small and that we have good communication, so in stead of two men in one car, we have two men within minutes of one another in two can. and it works out my well. We haven't ton any men yet. CHAIRMAN FORSTER; There is a toe of difference of opinion police departttwnrr. and we want to bear host yoo out on the door on it later. So tar. we have seen some dlfftrent view points here which seem to relate very sub stantially to the amount of work and the Michigan there are four or five months out of the year wben m motorcycle is useless as solo equipment. A side car can be put on and be put to use. The nun's feeling* in the nutter, though, of having to ride in it in the uncomfortable weather, being exposed, and so on, iosens his efficiency considerably. Motorcycles are very valuable, however, on special occasions--parades, certain escort duties and the lake. I don't believe they will ever drop out of the picture from a mnoidpel police department viewpoint. INSPECTOR MELLER:We use patrol can aod also metemrfrin We have around 75 motorcycle men, aod we think In our city they are very, very valuable. We don't think we could possibly do without motorcydo. fit fact, we want to increase them instead of decreasing theta. kind of work the man has to do. the com During the winter-time, of oourae. there munications he has, the area. In other words, are periods when a motorcyde man can't ride the things which influence his safety seem solo. Our men operate with their side an to me to be the determining factor. around three months of the year. But the Let's take up our second point. What about this question of motor vehicle equipment? There has been a lot of discussion and ex perimentation on this. Hoe, I don't think it is a question of cars versus motorcycles, motorcyde man, particularly the solo man, on maneuver so easily that he fa good for escort work, catching speeders, and so on. Wc are sort of sold on the motorcyde; and f would like to me them inaoKci instead but a question of some relative merits to be considered. Cofonei Waggoner, would you mind saying of decreased. Of course, for the protection of the officer, the automobile is much better. 1 on under what your feeling is. in state police high stand that from the state standpoint the auto way patrol work, as to the relative merits of mobile probably would be better. But bom the two kinds of equipment, primarily from the ary standpoint, I believe by and targe the traffic point of view. the motorcyde is the most valuable piece ot COLONEL WAGGONER: The motor equipment we have. cycle. as fir as our experience in Missouri is concerned, has my little value to us in CHAIRMAN FORSTER: Then we teem to be in some disagreement here, but really patrolling the rural highways of the state. 00c, in that it fa a matter of the different We had 40 motorcycles several years ago. and we have had about 40 men injured as a remit of these motorcycles on the highways, roquiranents of motor equipment in the stats and meat of the cities, the type of roads, weather, equipment to be carried, and so oa, so we have cut the motorcycle operation which makes the automobile more useful down to ten. We don't use them In rural to the sate where** the mobility and flexf- highways. We use them around the metro billty of the motorcyde, in heavier traffic has politan centers and congested areas, large specialized value. gatherings, county aod state fain, escort duty, Have any of you men made any cost eatf. but experience has proven to us that they mates that would indicate relative operating are of very little value out In the open high and maintenance cams? way for the state officer. We feel that the tar equipped with radio and the equipment that you can any in the CAPTAIN BUCKLEY: l haven't, became we got rid of the motorcycles almost en tirely in recent year*. We found that all the automobile serves our purpose better. men that had been killed in oar department CHIEF HOYT: 1 think the dty fa very fat the last tot yean were kitted became of motorcyde accidents. There woe a number of injuria in which men were laid up four to tax months. Also the weather factor ca tered Into it- Our experience has been the same as In Uiaouri. We use about *5 motorcycles now. Did you ever try to bring a drunken driver in on a motorcyde? CHAIRMAN FORSTER: That's a good question. t think it dearly indicates that from a general point of view the car would sees to have superior merits, whereas in municipal work there fa a greater field for the use of the motorcyde because of its flexibility in traffic, and because its demerits are not so important la the more specialised city job. CHAIRMAN FORSTER: Let's take up the subject of police vehide markings. There has been an awful lot of disaismn and we have a thousand and ooe different practices in state, dty and county departments on vehicle Wc are spoking from the wandpoint of traffic merits and demerits on vehide We have everything from plain blad to alt white am- I thtTMv this it prob ably oar most debated issue on traffic tactics. Captain Buckley, win you take this the fim time, and say your say? Your depart ment uses both kinds, ! believe. What fa your ieeling oo the matter of markings? CAPTAIN BUCKLEY: At the present rime we have all colors. During the war we bought the vehides that we amid get and color wasn't brought into consideration. 1 would ay about so per cent are plainly parked. By plainly masked, I mean white or all white. About 80 per cent are not marked. If you have enough vehicles on the high way so that the motorist is never out of sight of one, you don't coed unmarked cut. But nobody will ever reach that saturation point, tad because of that, you have to have cars hat are 00c marked !n order to apprehend isolators. CHAIRMAN FORSTER: Wben you say `marked," do you mean very conspicuously? CAPTAIN BUCELEY: Yes, very awwpica- ooify. All of our cars are marked to some tegree. but wbm I my "marked," I mean, for example, painted all white. CHAIRMAN FORSTER: What Is your re action oa that. Colonel? Your practice? COLONEL WAGGONER: We have few on that are unmarked, plain automobiles. Then we have 95 per cent of our well- marked 00 the sides and trout and rear. We feel that an ounce of prevention fa worth a pound of cure, and motorist* passing through the sate, or our local people, seeing our cars know that the officers are out there for a certain purpose. We feel that the fact that the cus are marked properly reminds the public that the officer fa oa the road. We have heard it ringing out in the balls of our legislature too many times that people travel across our state and never see a state highway patrol car, and as a result of that we have decided that the officers see these people, but the people don't see the officers, so we have marked our can in Miaouri, and we intend to keep on marking them to the point where people will see these ran and it will be a constant reminder that the cars are out there for thdr protection. CHAIRMAN FORSTER: We have a slight divergence of opinion from the sate point of view, ooe th'nking primarily in terms of public contdousness of supervirioo. and slightly opposed to that, not quite in line with it, the other opinion that in order to create the proper effect and do m good en forcement job, a split group fa deniable. What about the tities? Chief Hoyt, how do you fed on that from the dty point of view? CHIEF HOYT: Our city baa ---**> car*, black and white combination, with our seal on the door, the number of the car. The seal and the number pointing fa now done with ibfa new Scotthlite material that shows up very wdl at night, which Z understand some of the sate men are using as wdL Generally speaking, any uniformed man, any man who work* in uniform fa in a uniform ear. A plain dothes man fa In a "plain dotbes" or, and we try never to mix that, for the tune reasons as ducuned by the two other men on the panel. I think, though, that we In police work are going to have to become uniform. Wc bare damored toe yean for uniform laws throughout the sates; we have damored toe uniform signs and signals. 1 think we are going to have to start doing things uniformly ourselves, because to the driving public the police officer fa the law. and hfa method of iatopretatlon of the law and hfa approach to the violator fa the answer to the average citizen. So 1 think It fa high time that we adopted a uniform colored car for polios work, so that this man driving acron the 16 National Safety Congress, 1947 state of Muiouri will mopuM % police ar because in fu> aie tbe colon are (be nice. The ame Mould be sn*c um our state of Michigan. As ooc drives aexus*. be would vee an painted a uniform color. They aught l>e city police, state police, or county police, hut the only difference would be the insignia and the lettering. CHAIRMAN FORSTER: We have ooc more question 1 would like to bring up. pass ing on from cars and getting into the matter of speed checking, in which tactics are very important because it is ooc at the most difficult of all enforcement techniques to dice* lively use. t would like to open that by asking In spector Miller to comment on what be thinks the problem is. and some of the relative merits of different ways of detecting speed violators, and then paw bade to Captain Buckley here and have him tell you about some interesting experiences they have bad in Connecticut on the use of radar speed checking device*. INSPECTOR MILLER: tn Washington we have used only the pacing methods, and have never used mechanical methods in actual prosecution, We pace them with the automo bile and the motorcycle. We think that is quite an art. and the officers must be very considerate and very fair. We think there should be a reasonable tolerance, and we hint is so tax as possible rh* the pare should be rwo blocks, or probably more. We caution our officers not to my, any. thing such as 'T had to run fifty miles as hour to catch you." We always instruct our officers co tell violators approximately bow far they were paced and approximately bow fast, and give them a little tolerance for mors in the speedometer, judgment of the officer, and so on. We hare now used any mechanical de vices. I might add that wc check 'our speedom eters every three months, and they are quite accurate on all automobiles and all motor cycles. CHAIRMAN FORSTER: I think wbax in spector Miller has said represents, general practice in roost departments- The paring method is tbe flMt coowMouly used in *0 departments. It does inspire. I think. certain recognized handicap*. however, notably, re ualty hazards to the officer and to other traffic, and an addition to that* the nrn nil/ in max casa for allowing a somewhat broader tolerance than speed control really demands simply for tbe purpose certainty of violation and adequate evidence. Some departments resort to the use of speed checking devices as a substitute for paring control. One of tbe newest things out since the war is mechanical and radar equipment. Some of you have seen it. 'Hie Virginia State Police and Connecticut State Police are using if, not In enforcement as yet. but experimentally. 1 would be interested in getting Captain Buckley to tell Qt what they have dooe in that particular kind of mechanical speed checking, commenting also on his opinion of such devices In general. CAPTAIN BUCULEY: We have bad * radar device for about five months now. We haven't used it for cnforcraicnt as yet, bat we plah to. So Ear we have bees establish ing she fact that we have it In tbe minds of tbe public, and we' bare used it as an cntenement threat. We have used it to investi gate complaint* oo speeding turned in to the department by various dureas, and we have used it to test the ipcedoamm on our own patrol vehicle*. As in Washington, we now arrest the speed er* by pacing them with tbe car and some times the motoreyde. . This radar device cam over a thousand dollar*. Its adaption was made by a man in Norwalk. Connecticut, who weefcad on radar during the war. It is a very compact unh- (t fits into a suitcase, weighs about 4$ pounds, and it is run off the butcry of the--, and it takes very little power from the battery. We hare found that tbe threat of ndu detection of speed works wooden. Wc have signs that we put out reading "State Police Radar Speed Control." We put th-- oot in about a dozen main arteries through the state over the Fourth of July and Labor Day. Then we moved the radar device from one road to the ocher, and we bud that the speed ob servance there was the best that was ever known. In addition ta a speedometer tM tbe officer reads when the car goes by this de vice. there is also a graph that is made of ft. ft mike* a permanent tend of the top speed oC every wUde that goo by, and it fa 1 wonderful thing to make speed irmotigatiore, tn set proper speed Emits, and so forth. CHAIRMAN FORSTER: Colonel, would * raffia Section you care <0 aammajt? I don't know whether you have used that equipment, but does it all part* of the country. What about iu deter sound like it would be useful to you? rent effect on your population? COLONEL WAGGONER: It sounds good. INSPECTOR MILLER; We seem to boil We new heard of ft back in Missouri. CHAIRMAN FORSTER: Chief Hoyt, have it down to this, that active control requires that the con be reasonably conspicuous and you anything you would like to add on this the men be in uniform. There axe places, however, where we hare used concealment matter of speed checking? Do you use the method? Do you think these other methods would be useful? CHIEF HOYT: t would think the me chanical methods would be very useful. We very effectively and haven't had any real com* plaints--and that i* around high schools and colleges, where thee youngsters are watching for the officer* in uniform and plainly matked axe looking for something of that kind as soon u it U perfected. ous. Here we have used plain can, but the officer* are ia uniform, and of course, this CHAIRMAN FORSTER: Let's move on Tor a few minutes to the individual enforce combination is not as conspicuous as the marked automobile. We have to do that periodically, or when we get complaints or ment officer. How can he do his job better? t think all of t are id general agreement notice a large number of notations 00 the that that Is tbe ultimate test of what kind of enforcement program we get. part of these youngster*. Hut basically, f be lieve the patrol or should be reasonably con spicuous and tbe officer* should be in urn- f think there ate a lot of practical tech form. I can't unqualifiedly endorse plain au niques we need to instruct men in, and 1 would like to have some of our panel mem tomobile* and plain clothes officers for traffic work. ber* comment oa some of them. I would like to pats one of the hottest potatoes on tech CHAIRMAN FORSTER; Let's ask our niques to Chief Hoyt, first, and ask him. slate contingent, here. Colonel Waggoner, from the standpoint of his experience what he thinks about this question of concealment what about that front the state point of view? Do you think your men should be in --whether tbe man should always patrol in the opm, or is it legitimate and is it effective the open always, or are there come situa tions, where you lave a bad speed soue or ter him to aometima not be quite so visible, and how invisible is be warranted in being? CHIEF HOYT: That it a fare question. 1 believe that the man is entitled to make inconspicuous ia certain spot* under certain condition*. Normally, the patrol fea ture of traffic control is working from the preventive viewpoint, and that Is a policy 1 think we are all agreed on- However, there are certain conditions and certain times of day. certain locations when concealment might hare to be resorted to. 1 have been surprised tbe last few months, at the demand of certain good-thinking citi zens that we put mas out in plain cats, and if Decenary, in plain clothes, in ordo to catch these flagrant violator* who are speed ing when the officer* are not present and are driving carefully when they are present. So I don't' think that we will run up against opposition from the public such as we had a few yean ago when we were doing it. We an area of curve* and hill*, where you are having trouble; where you think a man i* warranted ua working in a semi-concealed position, so to speak/ COLONEL WAGGONER; No, we can't operate like that in Missouri. We have a (aw that requires out men to be In uniform, with marked automobile*. We hare a pro vision in the law forbidding hiding behind signboards, and when we park oar car* at night along tbe highway we must bare them parked with parking light* oo. We must be identified at all time* u state officers. We must be in uniform. 1 think that if we tried 10 put a man out in plain dotita in an un marked car it would certainly cause a lot of dissension in tbe state and l don't think we would gee by with It. CHAIRMAN FORSTER: We seem to have a fair degree of unanimity that tbe meat cffretire way 1* to rely primarily on open patrol but that in aggravated situation* tbe hadn't at that time seasoned tbe public to the point where enforcement was popular. man may be warranted in watching traffic, if the law* don't prohibit it. CHAIRMAN FORSTER: How about your Captain RuckJey. 1 wonder if you would view*. Inspector Miller? You get people from comment on whether yon think there i> any importance to laying down politics and In- 18 SStk National Safety Congress, 1947 Traffic Section 19 itruaiom for the an to just bow to patrol. Shall we teU a man ia the state department how much mileage he has to cover, bow fast he is to patrol, or shall we leave it up to bis own judgment and discretion? Does It have anything to do with bow effective be is on the road? CAPTAIN BUCKLEY: I think It does. Yoo shouldn't take too much initiative away from the "" in the-field. He should be allowed to make his own decisions. However, be should be well briefed before be goes oC as to what the aeddent experience is on his patrol, and told what to look for, and ii it is speeding violations in a certain place, be should make it his business to gat those spend, ing violators if he an. But I don't think yoo should set a certain number of Oils that be has to cover or a wnata speed he has to drive at, because, at 1 ay, it takes too much initiative away from him, and he will men operating under sitpnnim and other minor driving violations. I rhink spot checks and rood blodtadei are good things. However, they should be sec up with care and should be well lighted and well Marked iq advance, and they should be bmbhM by ery^igh officers so that they can handle the volume of traffic instead of caus ing a lot of delay. CHAIRMAN FORSTER: 1 have one lari question 1 would like to submit to our pud members, and then we will get into general discussion. I would like to ask Colonel Waggoner to open with a Uule omaott oo this matter of the apprehension of the violator, as to bow a procedure be *>"* should be followed, what is good practice is the stopping of a tar oo the highway, and ap proaching and dealing with chat man as a traffic violator, drive his hundred miles and then stop. A COLONEL WAGGONER: We have a cer lot of times the activities vary so much dur ing the day chat you cant set a dayY openuon ahead for him. I don't think it should be done. CHAIRMAN FORSTER; I wonder if any of the department* represented have had experience on what are variously oiled spot checks, blockades, and ocher techniques for mass checking of some of the less obvious violations. Inspector Miller, have you W oy wutSt experience in checking driver license or any other regulations? INSPECTOR MILLER; We cooperated with the United States Public Roads Depart ment on two occasions. In setting up block ades and getting certain information, and the public reaction was very bad. Wo tied up traffic tor miles. So from our standpoint. 1 think blockade* are extremely had, and 1 am not in favor of them at all. CHAIRMAN FORSTER: A lot of the states have developed rather elaborate tech, niques in the use of blockades. Sometimes those criminal blockades turn up re- turns in traffic. CAPTAIN BUCKLEY; That's true. We have a blockade system that we set up for a major crime, say an escape from oi& state tain policy wc follow In our state with reiaeace to napping a motorist, warning him. or ittuiij an arrest ticket or summons to *<*- '..a we try to make these contacts as pleasant as possible. We want to impress upoo the driver our job in the violation that they have committed. We go on the theory that we don't push tiwte people around, that we try to give tbea better than a fiftyfifty bieak in the violations that they have committed. Wc have tried, in the past few yean, to gw to tb^n from the educational standpoint rather than enforcement, where education will work. Of course, wc realize there are some individuals tfait cast be handled any other way thn through enforce ment; but wc also realize that today more than ever before we have to have our men trained to the point where they axe able to make good contacts, leave a good taste in the mouth of the motorist, and to impress upoo them our duty in trying to save their lives. CHIEF HOYT: We have Worked oot a procedure that can be given t the new man step by step on what to do he stopped a violator. Number ooe, a salnatioo. Number two, a definite statement--oot a question--a definite statement; **You were penitentiary, which, fortunately, happens to he in the center of our state. Invariably, when we set up this blockade to an escaped felon, it turns up without foil three or four drunken drivers and some driving 45 miles per hour in a so mile tone." or whatever the violation was, and another definite statement as to what the officer in tends to do, to leave in the mind of the* violator. We have worked out those various steps, and we don't encourage too much of a lee* luxe !* to why we are out there and why the laws are there, but they are thoroughly versed so they an give the reasons for the the enforcement if they are asked. CHAIRMAN FORSTER: One last ques tion to you. Chief. We have talked about bow to execute the general supervision is the individual apprehension. What about getting that quantity up? What, if anything, have you developed to get the amount of work up and the selectivity of the work up? for speed. We show 8.7 per cent of our aeddent* were caused by improper turning move ments, and less than one per amt of our arrests were made (ox that type ot violation. This is a form we have used to increase the effectiveness of our selective enforcement. Then, of course, we keep up a regular chart showing pur enforcement index. On the top are moving violation arrests, and on the bottom, the injury accidents and Caul acridenu. month by month, starting, to this case, with January, 1946, running dear 1 understand you have developed quite a through to September of this year. bit of administrative technique on that. CHIEF HOYT: 1 came here to get informa The boys are kept advised through that. I have about reached the cod of my rope, tion on that. I am frankly stumped. I have and if any of yoo have any ideas as to bow done everything I an think of to keep my we can further give (has a shot in the arm enforcement up to where it should be. We keep the men thoroughly versed on what our traffic problems are, along with otba problems. Every two or three weeks I try and bring up enforcement, S would like to know it. CHAIRMAN FORSTER: I think yon arc well on the way yourself to meeting what to get out a departmental letter to each In every department realizes U a pretty tough dividual man. It is a mimeographed form, but in this letter we give them what the front office is thinking about and doing. 1 problem of the mechanics of keeping up records on their enforcement in a way that will not approach the evils of a quota, but have tried every form I can think of to get will give the commanding officer a picture our enforcement up. and I suppose that of his production per man and per unit. police officers bring human brings, we are going to have to think up other devices. f bare records of every mank performance CAPTAIN PAUL J. PRICE (Dayton. Ohio): l would like to ask Captain Buckley if he believes the cost of radar equipment is in the matter of traffic, on a graph form. The graphs are useful in comparing perform ance BUB.faf.iHiB and in uncovering rubstandard performance by individual officers. One man was doing the same type of work as the others, working the same type of hours, and after an right mouth patten of poor performance we woe able to effectively call him in and lay his graph out before him, and along with his the graph ot several other officers (tbrir names are not on the graph) showing what they had been doing, and I think be had no argument whatever, no de fense whatever. We try to keep the boys advised as to what are causing our accidents. I have with me a chart based on the aeddent record tot 1948. One circular graph indicates the viola tions that aused our accidents Id our city for 1946, while another graph indicates the charges for the moving violation arrests the officers made. For example, on the causes of icridests. 10J per cent of the accidents were atari probably from speed, as best we oould determine. We made over as pa cent axxescs worth the value of the thing. I mean are you getting your value out of It from the stand point of what you pay for it? CAPTAIN BUCKLEY: Absolutely. We have gotten much more than the value bade al ready in publidty, and I believe it is a good investment. I have to say that, because I fought for two months to get it. CHAIRMAN FORSTER: Does that answer your question? ' CAPTAIN PRICE; Yes. Now 1 have another question. How soon do you expect to take "radar evidence" into court? CAPTAIN BUCKLEY: Some time this month or next. Very soon. CHAIRMAN FORSTER: Have you done anything in educating the judges on It? CAPTAIN BUCKLEY: Oh, yes. We have had the judges in on it. We showed them how to operate it. We have let them go by, we have timed them and told them bow fast they were going. MR. W. J. ANDERSEN (Dubuque Police Dept.): I would like to ask Chief Hoyt in 1 20 35th National Safety Congress, 1947 regard to that controversial matter of one or two man ears, what is the efficiency of die one man car? Io other words, in my mind it isn't just a nutter of putting the man power out on the streets if they can't do the work. We all know that driving is pietty near a full-time job today. Dorn the nun that U spending that one man car do effi cient police work? CHIEF HOYT: That's just as controversial at the subject itself, of course. A number of chiefs believe they are more efficient in the one man car that* two men. and they will go at great length to give you the reasons for it. From my own experience, 1 have worked both ways as a police officer, and 1 was more efficient working alone than work ing with another man, just from the old bull sesion angle. We were talking all the time, talking about everything but poticx work, usually. 1 have been more observant working alone than I was working with an other man. Never go to the one nun car unless you can double the number of units out and de crease by one-balf the amount of area cov ered. The policy of the department, then, of course, an be set up, and two can are always sent on every call, or more if neeauy. It's a very controversial issue, though, I know. WJt. TED R. SMITH {Director of Train ing. Pasadena, -California): On the matter of one man can, this may be radio- elementary, but in our cue we hare made use of the reserve police. They were an outgrowth of the auxiliary police. There were some 600 during the war. From that we chose sixty, gave them special training, uniforms, gum, and they served as regular officers and worked with the one man car. Thereby, during the night hours we are really able to have the cars manned with two men. it seemed to serve vary well tor oar purposes. CHAIRMAN FORSTER: 1 am- going to tall on somebody who has sooeshing to my on one of the big technical quotiooi This question of Hoc Rod can started on the West Coast a year or two ago, and everybody back East was more at less com placent because it seemed to be a local phe nomenon, bat see have been watching it closely and found it spreading oyer the country very fast. One of the men who has had more headaches with it. ami a great deal of success in dealing with it. too, is Deputy Chief Caldwell of La Angeles. I would Kte him to tell you who aten't ** with it yet what that Ha Rod problem is and what their practical experience has been is deal ing with it. MR. B. R. CALDWELL (Deputy Chief. l.os Angeles): I would like to rise to the de fense^ fij, of tbe so-catted Hot Rods. The Hot Rods have an association called tbe Southern California Timing Association. They have about }j dubs and over 800 members. These individuals spend anywhere horn Ityn to 5,000 developing a real automobile, and then, to test it out in tbe matter ot speed, they will transport them a considerable dis tance up to--it used to be Murock Dry Lake, and oan they are taking another dry lake. Those machines have attained speed up to iS5 miles per hour. 1 don't mean to deny that they use tbe streets, and they have sought a closer location. They want approval of a section of our highways to conduct a speed contot. and it we were assured they would leave their speed on the trade or leave it on the street, we probably wouldn't enter tain as much concern. The real trouble doesn't come from the real Hot Rods. It's tbe baiting wire jobs, the tin can jobs that are actually the cause of all of onr trouble. CHAIRMAN FORSTER: You mean the ones that mimic them? KIR. CALDWELL: When the Hot Rods arc going up to conduct a speed contest, you find the highway littered with all tbe tin cans that are turned over, and all these kid* will try to anulate the fatter reaching on the city streets. It it to see same of those cars doing 90 or 10a miles aa hmsr. with the tires down to the breaker scrip. These youngsters are completely indifferent to their own safety in that regard. The Hat Rods do entourage real mechanical ability, but It Is the tin can jobs that are acataZK causing all of the trouble. CHAIRMAN FORSTER: Are there im sponsible ones high school hoys, mainly? MR. CALDWELL: It Is true; mast of them are developed by tbe youngsters. However, most of our arrests have been between ao and yo years of age, and is recking seme control, heretofore we have been limited, of come. but last yar we were wtrufiil be having a bill passed by the legislature which provides that it is unlawful 10 aeodnet a speed coo- tot on tbe highway; it Is uahsfnl to me Traffic Section 21 any type of barricade, either physical of by violations are the prindpal causes of action, tbe individuals' own bodies, which they have done as occasion. It baa not been nnusual for tbese youngsters to take a stretch of high way, string their machines across it, and send out advaooe warning guide, detouring all traffic around it until we appeared on the and tbeo they fled is all directions. The men oa the motors have had to do 115 miles an hour to catch some of the speeders. Then we give them a citation, and if he is a juvenile, ot course, he U reprimanded and cocao back and repeats the offense at some oeber location. But the new law provides we may make a physical arrest at the scene and throw tbe whole wotka in for a cooling off period- It is si!! quite a game. They try to outguess us and we try to catch them, and we have a lot of fun. but it's dangerous fun we axe haring. INSPECTOR. .MILLER: Is it spreading. Bob? all other violation* could be handled in tbe way of warmsgs and turned over to whoever the administrator of the driven* license law is, and let him handle them on a cumulative record huts. I am fully aware of the fact that in quite a number of states nothing is bong done' about the drivers* license administration in so tar as oiling in drivers with an accumu lated record. On the other hand, there are quite a number of states that will oil in a driver on a cumulative record. It just to me that if these two agen do amid get together on a basis of police actually making cases for those violations that are causing accidents. aad then taking all of the other cases and using those as warnings, and throwing them into the laps of the driv. ere* license administrator, that possibly you would sec more police on tbe road, although we don't actually have more police. MR. FRANK: About bow many violations CHAIRMAN FORSTER: There seems to do you think a traffic officer can cover on the be evidence of it growing up around the highway? country. It is taking bold, and as Caldtrett ha* pointed out, it is not the bona fide MR. BOHLEN; 1 made the statement that in my opinion we don't have enough police. amateur racing group who have good vetudo, who hare rules fef their organisation and do their racing other than in the public highway- It's those who imitate them, the Tbe miles, in my opinion, that the traffic officer should cover depend on what the traf fic conditions are in those particular areas. My whole thinking was that if through some kids with junk tars, stepping them up as far as speed goes, who operate with vehicles in poov "**"<"> condition. MR. A. W, BOHLEN {Exec. Din. Ameri cooperative program we could gave the police more time to he on the road, that we would see more police even though we don't have a greater number. cas Association of Motor Vehicle Adminis MR. JOHNSON (Denver): | would like to trators, Washington): The question was get a little further discussion, if possible, on brought op jost a short while ago as to see* the use of one man in a car in congested fog police or the highway. It baa been my metropolitan areas. From our observation, experience for the past two or three month* from our training I can't see bow we ean is driving from the Gulf Coast of Mississippi justify one police officer in an automobile re for north aa Montpelier, Vamnnt, that we in congested metropolitan districts. Primarily do nor e what I would term a srlfidem num we are taught safety, and we know that's a ber of police on the road. full time job to operate a vehicle. When tbe Of comae, that is due to several things. police officer is looking for license numbers, Fir*, we don't have enough police. Second, suspects walking along the streets, and many the police are off of the road, going to court other things that come to his attention, how and probably doing many other things. can be peifona his duties in an efficient man IS mom to me that if the police and the ner and tU cake care of his driving? chap fa charge of tbe administration of tbe Also, on the point that Chief Hoyt brought, drivers' tkrare law, regardless of whether it out. they send two cars to handle one case. be tire police or some other administrative What are we gaining if we have to send two offit.nl. nu3d get together on a program, I cars to handle one case, where two men in uoutd aay. In which tbe police would only one car would handle the same case? take to coart those violators that are violat CHAIRMAN FORSTER: I am going to ing the traffic laws in such a way tht those . take the panel leader1* prerogative and ask 22 35th National Safety Congress, 1947 one of the men in the audience to give bis viewpoint on that. We have here Captain Schoenedtcr. representing the Milwaukee De partment. which we recognUe'as one of the finest, and which has won honors repeatedly in traffic safety. CAPTAIN JOHN N. SCHOENECKXR (Xfilwaukce Police Depc): We are uiU using two man can. We are not cutting it down to the one man ear at alL A gentleman just said in the matter of safety you cannot be driving an automobile and still watch the traffic violator. So 1 be* Here that as far as we are concerned, two men in a car Is the safest method. We have gone out for a few one man cars, as a matter of a test, but I don't think it's a safe practice. That has been my experience. Polics Responsibility in Traffic Court Com* (Panel Dincundon) Discussion Leader--Judge lUinx E. Ham, Municipal Court. little Rock. Ark. At th Scon*. Walto - Headley, Dir. of Training, Police DepL. Miami. Fla. Pr-TriaL Geoaes E. Mam. Chief, Dept. of Public Safety. U. S. Atomic Energy Commission In Court. Fust Sct. W, B. Usnuav. Ohio State High* way Pauol CHAIRMAN KAJUS: It docs no good to make an arrest without a conviction. Your time vs wasted, your snoaey is spent, and per haps damage is dooe instead of benefit. There are more cases lost through inadequate prep* aratlon than for any ocher cause. Preparation is important. There was a time when the arrest was made and the case was toned over to a lawyer to prepare, but now the police have that responsibility. Muds misunder standing between the judges and the police officers results from inadequate case prepara tion. The judge is bound by technical rules of law, the rules of evidence, and if the case is not made, no matter how guilty the mail Is, he is duty bound to discharge that defendant, and there is no other day in court foe the defendant. The case is dosed. So we are here this morning to discuss police responsibility in traffic court cases. At th* Sc*o* MR. WALTER E. HEADLEY, JIU I think that assignment should properly be broken down into at least three pom: (i) where the violation is witnessed by the officer and the has not witnessed a violation and whoe be is making his case from evidence obtained at the scene; and (j) the apprehension of a wanted violator, such as a hit-run dx5rer. The approach, it seems to me; is a little different in each case. However, the rapona* bility. as Ear as the traffic court case is con cerned. is the same.. In the first one. where the officer has witnemed the violation, it is nearly always open ud shot. However, his own conduct, as was brought out ia the last panel, has a great deal to do with that, ft to me that he be as brief and businesslike as poatfble: that he should, after having stopped the violator, obtain, fine, his driver's liemse before anything dec. as that shortens the chance for arguments, and then write his citation or whatever he has. in a bmineasUke stay. Of course. Id the case of a drunken driver, it is always well to try to establish the fact then that the an was driving the or. Other wise, later in court you might ran up against his having somebody attempt to prove that he wasn't then driving the car, and being intoxicated is therefore beside the point. So the responsibility of the police officer at the scene of the apprehension of a drunken driver is to obtain a witness, not that he was drunk, but that be was driving the or. In other words, at the scene of a nonobserved accident you have to build your case from what you find, from the riatemnrti made to you in the presence of the defendant, the violator. There you have to be much more carcfnL You can't take anything far Tragic Section 23 grmmtmt* Yost have to bear in mind that the peaaaamor is wot there seeing what you are at. not at that time talking to people. He ha* to make his case f, ,k what you in allowing tbe judge no choice but discharge. Present wcaboM in many prosecutions can be remedied by more thorough pre-trial prep aration by police. CHAIRMAN BARB: Your arrest is made. Your iuwigarion at the scene or off the xxue. |a the ate of the hit-and-run driver, has been mule. But your case hasn't been woo c--tt. and that's what counts. There is wmuhlng more to it than just nrski^ aa arrest and investigating the scene, so 1 mu going to ask George Miller to make a brief rfwnmirwi on the pre-trial work that Pia-Ud Preparation MR. GEORGE MlflJ-R: Police officers hare tried (o overcome tor years the idea advanced by parents to children that the policeman is a bogey-man who will get them if they don't watch out. But policemen have not been consistent in applying the ane progressive thinking to tbdi relations with pnaecuton and axms, and continue to com plain ttnf their fieri efforts are frequently nnflifwrf by the bogey-men who serve as proMcntovs and judges. Establishment of and methods far constant exchange of Information cook! contribute much to improving results from the cBusts of all three member* of this entoTOEQtcm team: policeman, proosecutor and judge. Adequate pre-trial preparation of cases by police and the furnishing of complete in formation to prosecutors can assure a com plete and just bearing and prevent discharge of weQ-founded case. A much-cited case concerns a famous law yer who, while defending a chart charged with abortion, continually declined Invitations to examine prosecution witnesses. Tbe State supported a strong case with facts concern ing rinw, place and dxeunstances of the al leged offeree and offered ample testimony placing the aerated at the scene and docribtng the aas committed. Upon completion of the evidence offered by tbe State; the defense moved far. and was accorded, a directed ver dict of "Not Guilty** because the prosecution bawl failed to establish pregnancy of tbe sub ject and. in tbe absence of pregnancy, an abortion could not bare been caused. own because police or prosecutors fen to H the nccesury dements of a Three major step* are nccesmry tor thor ough examination--each composed of specific items. Some variation wQ) be necaary Is dealing with specific types of cases, t. on oapktcflei of tbe case: a. Are date, time and places correct and properly Identified? b. Are name* of penoat and places spdled correctly? e. Have all known witnesses been inter viewed? d. Are all elemexm necessary to ewablish rase covered? e. Have all necessary statements been . . ------------------ r,,rir identified, preserved and can continuous pomcaiton be shown? 'g. Arc skrfrhr*. photographs and results of scientific too properly authenticated and identified? b. Has jurisdiction and authority of arrest ing officer been properly otabliahed? s. Prepare a *^k turnmnj"--<~n*,ur in complete; concise and logical farm far use of the prosecutor to cake case before preliminary bearing, grand jury and court. A mimeographed or printed tom is most useful for this purpose and should con tain in brief form the following. (All items win not be needed far every case and some ota may require additional items.) a. Name, address, see, race, age and em ployment of person charged, and his condition ac time of alleged offense. b. Specific offense charged, gravity, time, date, place and manner of commission. c- If a vehicle was Involved, give make; type, motor number, registration num ber and state of registration, owner's name and address. operator's "nf and address, condition of vehicle and cooelection with case. d. Weather conditions, if pertinent, such as daylight or dark, rain snow, tog, etc* road conditions and control devices presort. e. List of witnesses, whether or not a sighed statement has been obtained from each, and brief description of testimony exposed from each. List conviction rec ords available oq witnesses. 24 35th National Safety Congress, 1947 (. List at physiol evidence, ikefche, pho tographs and scientific test results. g. Probable defense to be offered. b- Evidence which may be used in re buttal. 5. Check points oa date of trial: a. Be certain that all prosecution witnesses have been summoned and are present In court. b. Give each witness an opportunity to re view any statement signed by him. e. Have in court all statements and the complete case report. d. Have arresting officer bring original notes nude at scene for refreshing his memory on the witnem stand. e. Have all physical evidence, sketches, photographs, etc. available la coon. , Have defendant's previous coaviaSoa teemed available for court. g. Assist prosecutor during trial. Certainly all major cues deserve this ore* ful preparation by police. There are many times when minor cases axe important and should be prepared just as carefully. Ttme spent in h manner will be amply repaid in a reduced number of om dtorhanged and by the satisfaction which cones from a job well done. To the questions concerning the amount at time involved in preparing court cases in this ninno, one answer is apparent. It a complaint received by police is worth the two hours, tea hours or bandied boars of investigation necessary to secure the bes concerning it, then maple economy justifies the little time which must be added to insure that justice will be served. CHAIRMAN HARK: I tried a case the other day. One of our best police officer* made an arrest in a drunken driving case. The man was defended by an excellent at torney. In the trial, it was intimated . that that officer struck the defendant three limes, made three brutal blows to the bee during the arrest. I know that officer, t have known him for yean, f knew chat he was the last naan in the department to do anything like y couldn't believe it at ait. Vet when 2 tried that case. I believe that every person in the courtroom believed that officer struck that defendant. Your case is not won at the scene, and cer tainly. if you do not present the prosecutor enough evidence in the pre-trial conference to convict that man, you don't have the essentials of your case, you can't hope to win it, and so many a case k lost in the courtroom by the officer. That is an important factor in the trial of a case--a very, very important factor. It is there chat the public sea the officer acre rbag at any other time, and in a traffic court, it Is the public that counts. la Coart SERGEANT UWPJUEBY: We try to strew upon our mania and in our retraining schools with the oUo men. the importance of the officer's conduct in the courtroom. As yon men m traffic know, our cum are wnfagd in many dilerml types of courts. Socoeof them are very efficient* very dignified; while some are cneninon police courts, mu nicipal court*, and so oa. Some of them are mayors' courts, and justices of the peace. We attempt to stress upon our men the Impor tance of their conduct regardless of the type of court that they are in. An officer's presentation of hb testimony to a coast ov jury is the teal phase of the handling of his case. The Investigation or search for facts sad evidence is one phase; the arrest of the subject b soother phase; the preparation of his ma terial, witnesses and inlocmatioo tor cook is a third phase. Regardless of the thorough ness and efficiency with which he has per formed these earlier step*, his case can be won or loot by his actions in coart and his manner of giving testimony. The sole purpose of the officer's appear ance in court is to serve as a witness to give what pertinent facts and evidence be pomesm to the court and/or jury. The jury and the court look upon officers as "profearional witnesses." Due to their daily contact with this kind of wmk they are ex pected to be expats at giving testimony. The jurors themselves are usually strangers to the officer, and also with court 1 and legal procedure. Jurors arc ordinary peo ple, like yourself or yoor neighbors. They are accustomed to judging a person on the basil of Us words, ntinnu and bo* harior, and will Bake up their --hwt as to Traffic Stetson 25 his truthfulness and prejudice while hearing his testimony. They may and will disregard your testimony, if they personally believe (hat your fairness and truthfulness are ques tionable. It is true that the officer as a wunes, is not on trial, but his ability as an officer is definitely on trial, and in addition the reputa tion of his organization for efficiency and in tegrity is on triaL There ate certain facts and items of in formation which the Prosecutor plans to have you give to the jury. It U usually a part of his plan to give these feca in a (mitn sequence. There may be other facts and information which you have, but which the Prosecutor does not want to be presented by you. If you volunteer more information on the stand than that which be asks for in his question*, The officer's personal conduct in the court then you may damage the cue and destroy room is one of his best weapons. Members of his plan. the jury and the court will instinctively have confidence in a well-behaved and sincere witness. The rule is to volunteer no information over and above that which the Prosecuting Attorney asks for. a. The oath: Upon being called to the sand, the wit ness in (be oath will raise his hand properly, speak out in a dear voice and be seated. b. Upon being seated: Aanuae a comfortable position, sit firm, do not squirm. Avoid gestures and manner If be asks that you tell in your own words about a scries of happenings, you will give the pertinent facta in brief and concise form. He can bring out any additional facts by direct questions. Speak dearly, so that all can hear and un derstand. L Cross-Examination: isms, remain plot and comfortable. Tbc Defense Attorney may attempt to make Ct Speech: the witne* appear unreliable or untruthful Make statements dearly and deliberately. Taka your time, there is no burry. Look at the jurors, or the court in the ab in the eyes of the jury or the court. You will adopt a co-operative attitude toward the de fense attorney. sence of the jury, speak to then instead ot the attorney. d. Attitude: Avoid any superior or oocky attitude. Impersonal and matter-of-fact attitude is correct. Do not appear over anxious foe a conviction. e. Personal appearance: If in civilian clothes or uniform, have them neat and dean. Hair cut. dean shaven, per sonally neat and dean. f. Truthfulness: Give the troth, regardless if it barms your case. Be impartial. Avoid exaggerations or overstatements. g. Notes: Hava your original notes easily available. It necessary, obtain permission from the court, and retrah your memory from these Avoid any ofSdous, sneering or wisecracking answers. If be attempts to arouse your temper, remember be is only putting on an act. You must put on an act also, and remain calm. Impartial and irIf jinaiiiii il If be puts 00 a show in order to get you rattled or angry, and you still remain calm and matter-of-fact, then he will damage his own case before the jury ot court. Maintain a courteous attitude, speak calm ly and distinctly. After each question by the defense counsel, pause a few seconds before answering, to think out your answer, and to give the Prosecutor an opportunity to object if he sees fit. Do not be hasty, there is no hurry, even though the defense may attempt to hurry the witness. notes on such facts as dates, license or motor If a Yes or No answer is demanded, and numbers, etc. it the quotion cannot be answered fairly in Do not take detailed and complete reports that manner, then It is not necessary that for this purpose, for if allowed at ail, they tbc question be answered in that way. If the will be scrutinized by the defense attorney and used u basis fin- cro*-examination. If reports are subpoenaed then it it necessary to present them. Prosecutor overlook* objecting to such a ques tion,'the witnen may request of the court that be be permitted to answer In hi* own words. h. Direct Examination: If a double question, oe one which requires 26 35th National Safety Congress, 1947 two Kpante imwcn is ashrd, then answer them separately. The defence attorney may attempt to show that you have a personal desire to sec the defendant convicted. Your answer to such a question is that it is your duty to five the bias of the case to the jury and court and let than deride, j. Respect Show respect to the court, to the jury, and the attorneys. Avoid any tendency u> show off or display a smart-alec attitude. Do not allow your testifying to twenmr a routine duty. Consider it a duty at the great* rat importance and treat it so. Your conduct and attitude while the jury is out and after their mum. or while the court is mk'nff his derision and after be has made his derision and passed judgment, should be ooe of stria impartiality and that of wanting to see sfti cue disposed of fairly and judiciously to all concerned with it, and in the event that fur some reason you be* litrve the dcrixioa doc to be fair, this thought should be kept entirely to yourself white you are in or about the court, and later to be discussed with the Prosecutor and yocr su periors. CAPTAIN JOHN F. O'NEILL (Police Ace. ions, Philadelphia, Pa}: One of the things that we try to get over alias cooforion guilt from the driver, if and when he U ancated. That is very difficult at times, but I think we, as police officers, ought to realise the value of the statement from the driver. In the identification of automobiles the use of photographs is my important. Of course we realise we can't bring into COOlt the automobile itself; but the police accident investigators, the fellows that lake the pbotQ graphs, know the type of photograph to take into court to show the damage on the auto mobile made perhaps by a pedestrian. For example, a pedestrian who was - hfx by aa automobile and thrown up in the air nasally lands on the hood of the hit-run car. We have taken a photograph to show the nature of the indentation on top of the hood. We hare taken photographs to show blood stains on automobiles--and to hive those blood stains properly identified u very important. Stow the broken ornaments, the grille, and other damage oo the car. 1 think the proper use of photographs in hit-rim cases is very, very important. Now. then can be awMakea made by _ tognphen who dmt knew how to take the photograph* of dam oo can. For cwplc. the avenge photographer, perhaps, who rises not know police phofcjgripb). mey take a picture of a dent oo as automobile; and when that picture is developed, the dent b hardly shown because of the nature of the shadows, and so forth, or because the flash light is used in suds a way that there wasn't enough shadow thrown into the dent and the dented area show* very little if at aU. It is important, 1 believe, to show Use force of the tmpaev, to show the depth of the dent and the area of the *--p*v aa it is spread out on the car. So it is very important that whoever takes photographs knows how to take those photo graphs to bring out Use evidence property, and also that when they are taken into court, those photographs are properly identified. There is a book that we hare in our de partment--Photographic Evidence, by Scott--from which we have developed a form that is used by all police officers when they take photographs. The officer has this form to fill oat and attach to the photo graph when it comes into court--of course, not putting any markings oo the back of the photograph! We had a little trouble with that at one time, and we dooY do it say more. The form is absolutely perfect. We never have a bit of trouble with photographs in court- l want to add something rise that 1 thought of while our three speakers woe speaking os winning cases in court. I don't btCere it was sufficiently emphasised that one of the things of greatest importance in bringing are into court is to have a review with year prosecutor and your wlmere* and yore of ficers present. We do it, and we find k highly successful in eliminating any loop-holes or mistakes or iiiniMnns made by the police up to that time. CHAIRMAN HARB; Is there any ocher ditausioQ on the hit-and-run? MR. MILLER: May I add m weed to We have been very successful in a number of hit-run invesdgarioos, chiefly because the men have been taking prerise measurements along with photographs and paint soaping*. In one particular case a pertutrhn had.beets injured by a hit-run driver, and neuunmeats taken by the tadmkfan front the hod Traffic Section 27 o4 Ms shoe to the injuries on his body were MyM in locating the vehicle and securing a quick couTfctioo of the driver later. MR. HERBERT E- CAPELL (Lakewood, Ohio, Police): The Federal Bureau of In vestigation will assise local police depart CAPTAIN O'NEILL: We hare trouble in ment* In a fpcaograpbtc analysis of paint Mc-ran care is obtaining witnesses at times. other evidence tocod. We hare known people to have been riding CAPTAIN HERMAN CRITES (Flint, as pomcogen is the hit-run can. In ay opin Michigan): In answer to Captain O'Neill, on ion than should be in the law somewhere how to get the witness** in the aa to talk, tomethhig that would compel people who in Michigan we hare a state law whereby were riding in the hit-run car to give some (we don't have the grand jury system there) ioloraarion to the police as to who the driver "before you get the complaint and warrant, sen. That might seem far-fetched, but it you can, if you with, require all witnesses to weald alike it a lot easier for the police, if. appear before a justice of the peace or a when re know there were several people fn municipal court, and they will be put under the or, and we don't know the driver, we oath and be examined by the court. 1 think can prosecute these other people. Rut there that would answer your question. way be a conspiracy there, and there may net be. U under the law there was some specific measure wbeeby people who were riding in a hit-run car were compelled to give the poQee Information, and otherwise, if they didn't they would be violating the Wc also have not only a state law, but we bare a dty ordinance at Flint requiring garage keepers to report all cases. We don't require than to report aU case* of damaged ears, because It would be too much, but if law, that would help. They go scot-free. They have aU the knowledge of the crime, but they tefose to artist the police became we bare a hit-and-run case, my hit-and-run squad immediately sends out a form that we hare prepared to aU garages, giving what in formation we hare, and they are very coopera they are protected by the Uw in so doing. tive. and we bare gotten very good remits CHAIRMAN HAJLB: It is very difficult to from them. get the passenger* hi the or to talk. MR. W. D. MYERS (York. Pa.): 1 can't MR. ARTHUR W. STATTMAN (Acri- . quite understand Captain OTfeifl. Under dens levcstlgifcr. Sc. Raul): J may pass along Pennsylvania law. specially in ass where some tnloreaufam that may he valuable in ixk-ud-ens run you have definitely determined that that car was involved, year tkense plue or registra fine of aS, we all agree that to find (be tion Is accepted aa ptbna Cade evidence, and car h important. Without the car we know it | up to him to produce the driver. It is nothing We to St. Paul take the evidence up to tit* owner of the car 10 ay who was Swad ac the scene and establish the make of driving that car. car, and we (best make a picture of that per- GAFTAXN O'NEILL: The only difference denier modd car. We get a *41 Pontiac, as is that these drivers can take an affidavit and a rnmpTr, and a picture would be made. say "It wasn't me," and that's the end of it. If k*s a serlons case, we run that picture in dm newspapers. It may be your neighbor. CHAIRMAN HARB: X wish we could make people tell the truth. You om't keep them Therefore, we have had splendid return*. from lying, can you? la addition to that, we have a dty ordl- - These is one type of case that's a lot of nance which compels garage* to make re ports is the police on any automobile that bears cridoic* of being involved In an acd- trouble here, and that comm In the pre-trial case. I see more eases of reckless driving thrown out of court than any other cate. rfeot, which ha* been indeed helpful. Mr. Miller, you said that in your pro-trial CHAIRMAN HARB: They have a dty conference yon should hare your essential* n-d'nance that compel* the reporting of cars of your case fulfilled. Take a drunken driver - bare been in aeddem*. esse. A man was driving on the public high SERGEANT UMFLEBY: In Ohio we hare a state law that requires garage keepers way, and he was drunk. That's some of the essentials there: he was driving, and be was to repost any evidence of any type of dam drunk. What arc the essentials of year reek- age, rech as bullet hols, blood, and so forth, test driving cue? as wcO as lender damage and things of that MR. MILLER: We have a state law to operate under which blankets marry of the 28 tfth Notional Safety Congress, 1947 moving traffic violation* at IttiVw driving, Some of che okvu willing u> wwpt that toih very Uttle adted. Tbe coasts in our par ticular neighborhood ut not willing, nor are we willing to accept it as md*. became CHAIRMAN HARB: Dos anybody else mat to bo heard? We have pattern toto am; words that I would Eke to see explained--thoee words "wilfol and wanton." There is yoar trouble. the reckless driving charge has very little CAPTAIN CUTn I was thinking tbe value from tbe police department standpoint same tiling, and 1 think Jodge Hub is the for advance planning for enforcement meas ures. If we use only tbe reddest driving charge, we wind op with one box Sited with charges which mean nothing to us. man u> give tat the definition. MR. ROBERT STILL (Pulfae Iropeaor. Winnipeg): Wc have a law in tbe Province of Uintfahs governing speed, amd when a With the use of this forts, any case where a reddes driving charge is filed is defined. There are specific instructions to tbe men to define what made up the tcdclea driving in that particular case: in other words, exceed ing the speed limit, cutting la or oat a twolane road or four-lane rand, paving at as man H charged with any uffitnm. the charge is "driving to tbe gamesjm danger." It comes undo- speeding. mDy. A men who is driv ing an a hlf*'"r*7 or met in other than a careful and oinan at "driving to tbe www danger." He i* not charged with speeding. Hr is charged with driving intersection, and so on. For our record parpenes we then use tbe specific violations father than tbe reddest driving charge, to that to iw danger. Under that heading coian speeding. "PT^I through traffic, pandng on tbe right, going thiough stop we know what to look for in planning en rigns..ete. forcement- We know that we are looking lor CHAIRMAN HARB: I want to hear from bad passing or creative speed, rather than going out and looking for everybody who coma under tbe blanket charge of redden Sergeant Umpleby on these "wilful and wanton" words. SERGEANT UHTUIV: 1mm going driving. to give definition, test we have a similar Our courts are now in this neighborhood asking for the same thing, that in tbe trial the oScer must be specific as to what dis tinct violation* constitute the reckless driv situation Id Ohio in cor mkkn driving sec tion that the Captain fans. That section reads to tbe rfm that this operailon must en danger the life and Hrib and property of ing. f don't dunk we can gee scry far in tbe enforcement field without that procedure. CHAIRMAN HARB: Mr. Miner thinks that wherever possible we should have a specific charge: driving oo tbe wrong side of tbe road, speeding, rather than reckless driving. Is there any ocher discussion? CAPTAIN DICKERSON {Colorado State others In tbe me of this highway. That bring* flp a controversial quotion. )m *s yours dem. As a result of tint, with tbe Uniform Traffic Code In 1941, we went along (be same Uoe of thought that George bn, to me tbe sec tion of law. fn these states iku have cepfed Act V in these model onifocm acts, you vrilt find practically every type of a motor vehicle moving violation can be covered by a qiedfic Police): Our state and several others are re cation ot that uniform art, and srr advise garding reckless driving to mean that a per the sms to use "nrtJai driving" only when son drive* In a manner to indicate wilfulliiem it Is absolutely metnary or h is some na and wantonnes* in regard to presotw and usea! type that cant be covered by that spe property, I have found In my experience, cific section. in setting oat specific charges, that a good CHAIRMAN HARB: What kind of evi defense attorney will turn right around and dence h usually beooght is, is t recklen get out the definition of wilful and wanton, driving case? and try to pat the officer on the spot mod SERGEANT UMFLEBY: 1b Ohio we at make him prove wist is wilful and wanton. They will bring forth legal (am. Therefore I believe legislation on that action could amist in the kmg run, because that definitely hits tbe driver that is muring tempt to tie in redden operation to some manner- or form wish every speed arrow.. Id addition to poring, we attempt to show over a distance which caw be at the judgment of tbe pfifir, of coarse, the various things that a considerable amount of our accidents and slaughter on the highways today. tbb individual kss done in those several city blocks, or maybe a mile or two of open high Traffic Section 29 way, such as cruming a yellow line, driving through a congested area or an intersection, and those iklnp ibu would constitute and mafcw up a generalized summary of reckless operation over a certain given distance. the violation, rather, as some personal action against themselves. Consequently, when they ore ia the act of effecting tbe arrest, taking the person to court or even preparing their case, and In testifying, it is pretty difficult That b tbe way we attempt to do it. But sometimes for them to keep that feeling out as l say. if the motorist does do tome specific of their actions. That is one of the things that things, such as improper cum or driving to we attempt to stress, that it should be an the left of tbe center line, or over one of the absolutely impartial proposition, as far as yellow Uses, that is the section that we use. that officer is concerned. After all, the viola that specific section in preference to reckless tion isn't against him, personally, even though operation. he personally may feel that tbe oflender is HR. MILLER: Several yean ago 1 had tbe pleasorc of serving with some of the men in tbb room on a committee that had a number of very aidol discussions in the use of the charge of reridew driving. We dis cussed that with police officers from all over the country. It was their opinion that the balk of *h* dificattki arising from reckless driving duiys came born misuse of the dnifb We tried to find oat when and how it should be seed, and tbe consensus of that group wax that "recklew driving* is intended u> be sad to cover a scries of minor violalion, la caber words. If yon have one or two specific violation*, andt as crossing a center line or improper passing car excretive speed, tboae t i^*1 ^"f1 should be made. If yon warn to pat a mose severe charge against time ana. in mow frwiatritium "rtdlw driv ing" provide* tee the revocation of the op erating ptirUcge. aw sifcBrion to other penal ties. and then die charge sboald be "recklre* really doing something pretty terible as far as traffic regulations are concerned. It still is not an offense against him personally, it is against the state or the dry ordinance, what ever the case may be. and he should attempt 10 keep that foremost in bis mind from the very beginning of the observation of tbe viola tion through the entire preparation of the case, court conduct, and everything connected with tbe cuo MR. VERNON FACE (Toronto. Canada): On the, point of attitudes that has beret brought out this rooming, I think vre are looking at it from the wrong angle. We in the police departments are trying to build up the proper attitudes. That attitude. I think, has been built up due to the lath of discretion of the judges on our benches. I think before we an get further in our omit work, our judges will have to take a more enthusiastic altitude on traffic conditions. They look at traffic as a minor thing, where driving." provided be bos committed three they look at crime as something serious. or four mUsor linhiinm Bat yon would still That Is where I think our judiciary should be wiTti mImiiT by defining each of those take a step forward and become mote en minor riohrtws tint make up tbe - rides* thusiastic In the traffic field. 1 think the driving charge. problem lies on their shoulders, rather than CHAIRMAN HARB: The officer In the police officers/ The reason that that atti- court. That h mots, important. Is ther- ny tude is built up, as t mid before. Is that the rfhnusfnw on that? police officers think the judges are letting SERGEANT UMFLEBY: I might at, a down on tbe job. Uctie b* to whne was add 00 the officer's con duct la tbe comtroma. I think that if all of us wooId just place oaredres in the position of the defendant, k weald befp. As a rule, in talk am, tbe ***--* knows that be has done smartMag wrong, and as a rule be docatt wont to piale an issue of it, and his reactloo and hk opinion of tbe arrest, from tbe bcgfnnfag to tbe end. b going to depend a gnat deal on the conduct of that officer. A great dlffituhy with a good many police officers k (fiat they axe qnhe enthusiastic about their week, and they take the afiont, We have the same problem In our own country with the attitude of our judgm. t think there is a problem there, more so than with tbe police. I think the police realize they have a ministerial duty to perform, and prepare their cases, but they have an atti tude that (he courts are letting them down in presenting axes, because the judge is not Interested in the traffic problem. Until we an get judges that arc more interested in the traffic problem, we are still going to have this conflict between the ministerial body and the judicial body. so 33tk Notional Safety Congress. 2947 CHAIRMAN BARB: I think 700 are cor rect 1 think Judges should take more interest in the tnSc problem. 1 dout think the traffic problem should be cooddered Unim portant. There is a natural conflict between the Judges and the officers, beauae the Judges discharge the defendants sometimes when the officers know that they are guilty. Judge* are bound by the technical rules of law, oicourse, and if the rase is not made they faa*e to discharge it. How, then, in your court, in your rases, if you make your invest!gatioa at the scene or in the follow-up in the cue of the hituad* run, if you prepare that in a report and take it to the officer who prosecuis it. and have a discussion of that before that case la pre sented, and then If you are rarefnl about your conduct in the court, then you wfll hare fulfilled your full duty to J--lIf CHAIR GARRISON: Thaak you, judge Harb and gentlemen of the ptod t think probably a osnber of us will still go out more convinced fat the ideas we have on these two subjects: probably some of us have changed our mind. But we know this, that whether it be a polk* problem or any thing dte, in this democracy of ours, the mere presenting of a problem provokes thought and when we provoke thought in this country of otm, to some degree it brings out some organised tWHng and ultimately are will reach the proper solution. TUESDAY MORNING SESSION October 7, 1947 Group Sanies far Traffic Coart Judge* and Proffiocaion Presiding: JUDGE EARLE W, FROST. Municipal Court, Kansas City. Mo. Appropriate Fine* and Penalttec By JUDGE E. EARLE RIVES Municipal-County Court, Grwwnsboco. N. C. The dtcoBiaMioa of what is appropriate punishment in any particular offiexrse would probably elicit as many HiSrrem answers as there are Judges and solidtors. There are those who tincaely believe that severe fines will act as a teal deterred to traffic offenders, others fed ***** JaR sentences are absolutely essential if we are to have greater safety on the streets and highways--still others believe that suspension or revocation of the driver's license of the offimda is the most effective and equitable form of punishment since U offers equality of pnnhhmwsr to the rich and poor. As one of those judges who has been at tempting to cope with traffic rases in a Mu nicipal-County Court for more than eighteen years. I belong to that school of thought which bold* that there Is no magic formula of enforcement by which streets and highways may be made safe for motorists and pedes trians, bat that a combination of Mil of the means ttsed by various sincere and eoasdentioos judges is the best and most realistic ap proach to (he problem of rafocy. on the high way. The problem Is as eves growing and a continuous one. Wc judges and aoUckon must meet that Hwtiwy I propose to deal briefly with four avenues of approach to the subject of appropriate fines and pemTries in traffic caso. " First, should uniform poalties be invoked in like ofcmrt? It took hard work 00 the part of rigorous and rimooaxy an to at tempt to get the Uniform Motor Vehicle Code through the legislative bodies of our forty, eight stats. Now that this wise measure has bun made the law in practically every state in the Union, it is only natural for the mo torist to scrape the theory that there should lie uniformity in imposing fines sod penalties by those charged with the responsibility of dealing with the motorist- Except for the offenses dealt with by traffic bureaus, I take the position that uniformity of punishment for traffic offenders t* not feasible. If each and every person convicted of speed ing should be subject to a fixed penalty these would be no neccmty for the granting of Troffic Section 31 discretion to judges by our various Legisla tures. During peak traffic hours in congested areas, excessive speed wherein life and prop erty were in jeopardy, could be a very serious offense. It is interesting to note, however, that the Eno Foundation for Highway Traffic Control conducted a survey in enforcement of speed laws in $r states and 4x7 cities and found that fines varied from gum to $00000. On a straight stretch of road where there are no tntencaing streets or highways, excessive speed would still be a violation of the law, but there would be no necessity for severe penalty in a rase of this character. The thing the public ranuot understand is the situa tion which exists in my own state. There is a three lane highway connecting two Urge cities. The judge in ooc dty taka the facts in every rase into consideration and deals with defendants accordingly, often Imposing only the costs. In the neighboring dty the judge has other ideas about the motorist who speed* on this particular road and rarely ever imposes a fine of less than J50.no and more often twice that amount. The motoring public naturally cooduda that one of the two judga is wrong in his premise or the law is an am. Despite the apparent reason ableness of uniformity of punishment 1 feel that it is a step in theovrong direction. Dis cretion in the of punishment after conviction is a helpful, but challenging power for a judge to have. The secood avenoe of approach to the sub ject of appropriate fas and penalties in deal ing with traffic cates is, "Should mandatory jail sentence* be imposed in serious traffic violation* such as operating an automobile while intoxicated and other offenses wherein the motorist's actions disclose an attitude of reckless disregard of life, limb, and prop erty of others? The responsibility of Imposing a Jail sen tence on his fellow ritixens is a most serious one and particularly is that true when one is required by law to cause to be incarcerated a youthful first offender. Most of us realize the gravity of our action when we. send a man to prison Cor the first tine Our whole penal Institutional system of punishment is such (hat we Judga often have a sense of genuine revulsion when we order a convicted defendant to save time in a county Jail, on the state roads, or a county farm. I am ashamed to ay it, but honesty re quire* that I admit that in my own Rate, we are one hundred years behind the advance of science in dealing with those whom we call "criminals'' for a lack of a better name for those who are often mentally or phys ically til. A motorist who has been foolish and thoughtless enough to take a few drinks before driving with the result that be stands convicted of a serious traffic offense, may find that he is one of those "criminals'* who must be committed to a penal institution. Time will not permit me to go further into this matter, but there is a strong probability that those of us who are gathered here today might agree that our entire penal institu tional system could stand an intelligent gen eral overhauling. Accordingly, when you find some of our well-meaning fellow citizens in sisting that in a particular given offense a Jail sentence should be mandatory, it is fairly evident that little thought has been given to the full implications of such a policy. Per sonally, 1 am grateful that the laws in my state invest the judga with discretion in deal ing with offenders in all except capital rasa. It is a terrific responsibility for a judge to have, but a challenging one. Let the punish ment fit the crime end the individual is my theory in dealing with traffic offenders. Third, do Judga who deal with traffic of fenders sincerely attempt to Impose appro priate fines and penalties on the offender re gardless of social or poliliral influence, race, creed or color? One of the principal reasons why our courts have been sometimes held in disrepute has resulted from actions of Judga in predicat ing judgment on the relative position of the individual who stands before him for trial and punishment otr the basis of that indi vidual political or social position, or the color of his skin. Some of you judga from above the Mason-Dixon line may think that our southern Negro is discriminated against in the courts in the South. Of course, there are some judga who lack intelligence, vision, and understanding in dealing with the Negro, but I can truthfully say that in my own state I believe that the Negroo there bare a friend in court in the person of the presiding judge. in my own county 7a pa cent of offenders who come into criminal court are white and the Negro minority are not afraid of being mistreated because of the color of tbeir skin. I single out the Negro because of the atten tion focused upon him in our section of the country, but you in the North. East and West 32 35th National Safety Congress, 1947 hare your particular problems too. If we, as judges, want to be true to our sacred tnuo, It would be helpful If all of us would ask our* selves often if we impose appropriate fines and penalties on the offender regardless of social or political influence, race, creed or color. And, finally, do judges and solicitors hon estly and fearlessly, meet the challenge of safety oo the highway? Nothing is quite so sickening to me as the statement, "Oh, I know the Judge, Ill get by all right." And the tragedy of it all is that it is sometimes true. By and Urge the great majority of our judges and aoliefeors are coatdaitioui and honest in the discharge of their duties, but these are some exceptions who bring discredit upon all of us. The so licitor or prosecuting attorney has it within his power to mislead the court in many in stances. thereby causing a miscarriage of justice. Few of us question the solicitor** state ment when be states in open court that be has investigated the facts and desires to take a ool-pro* in the case of State versus Sam Jones. It is my firm conviction that there are very few dishonest judges and solicitors in the courts of this nation, but the public often wonder* if there are court officials who are more interested in succeeding themselves in office or courting popularity by being a "good fellow" when doling with those who are charged with traffic violations, rather than judges and solicitors who are unafraid co do their duty, honestly, intelligently, and in good conscience. When we know from aathdrs authenticated by the National Safety Council that there were 53,700 motor whidc fatalities is ipffi, we must real ire that we judges and soUritoss have a colossal and challenging job to do is the remaining months of ip{7 aml jw* ahead. There is no place in the courts today for the judge or the solicitor who will not intelligently, boootiy, and coungwudy strive to meet the problem of appropriate and ade quate penalities in dealing with traffic of* fenders and thereby make some material con tribution toward greater safety on the atuu of our dries and the highways of our topoc- uve States. In conclusion may I suggest ifrfs mental teaser for yoor consideration. When yon an boost appraisal of punishment Cor the individual who misuses the highway, you arc led to the inevitable conclusion tbit if you are intent upon murder--do it with an auto mobile on the highway for yoor of exoneration by the coroner's jury or acquittal in the court are to u> t better than any of the ordinary methods toed by a murderer. This condition b 00c the fault of the judge or solidior, but rests squarely upon the shoul ders of Mr. John Q. Public tor rare, indeed, is the individual who an bridge the gap in his drinking between ordinary civil negligence and criminal responsibility. Then, too, you must remember that almost every motorist is insistent upon compliance with the traffic laws and severe pnoisfamnu' for law violator* -for the other ]eUo&, but he can do no wrong! "Suspension, Probation and Other Deterrents** By JUDGE THOMAS M. POWERS Municipal Court, Abort, Ohio Probably every traffic judge handling vol ume traffic cases has pondered the problem of how to slow down and thin out that stream of offenders that daily pass bdnt ihe court. What makes them gee that way? Why don't they observe the law? Don't they know the law is simply the rules of the game for courteous and safe conduct on the high way? Is it that these offenders are such poor sportsmen that they wont play the game according to the rules? Yes, that's true of many. Is it because they arc wilful viobton and mnt brook restraint? Yes, that's true of some. Is It bemuse they don't know beta! Yes. that's true of a ft*. For those lew who don't knew better, edu cation and experience will, of course, help. Bat far them ethos, those wilful violator* and those who win not play the game, what can the court do to control and affect their future driving conduct. b just simply a fine large or miQ sufficient? I belivc not in most such cases. In the of course, when it it the of fender's fine offeree and whoe these is noth ing particuiariy aggravating or wilful about Traffic Section 33 use comma of the defendant. I believe that such a case may be satisfactorily disposed of by simply a fine, l refer to such cases as red light and boulevard sup violations and minor speeding infractions. However, where the violation show* a vrilfulness or itckkm dazegard of others on the highway or in a esse of the habitual violator or the drunken driver I have found that the suspension of a pan of the fine or other wstenoeof the court has a very sobering and salatary effect upon the defendant as in**----t by the tare court appearance there after of such defendants, t will cite some concrete oaopies of situations In which sus pended or probation has been used and how it has fees used. 1. A mnetscTi year old defendant is hauled into com for speeding 65 exiles an hour vuhin the rity limits where there is a maxi mum speed limit of gg miles. Under our law the maximum fine that on be imposed it Ssnoo Cor this offense. I will impose a fine of $5000 or $40.00 and a suspension, bowever, of port of it on condition that die de fendant not do any speeding for three year*. Of course if (boe is any element of reck lessness or other aggravating circumstance in addition to the speeding I might also sus pend his driver's licence for some time, depending on the circumstance*. v. A defendant is cited 1m going through a red light and causing damage to the car of another person on the intersecting street where the evidence shows that the damaged party was lawfully in the intersection and that the defendant before the court was the sole muse of the damage to the other party. In such a situation I make it a point to conlinue the case to give the defendant an op portunity to cuke restitution (or the damage that he solely caused, I do this with the thought in mind that U is fair and proper to take into consideration the defendant's atti tude, so t continue the cue and impose sen tence later, taking into consideration that the defendant has nb" care of the damage. j. A *-year-old defendant who pleads guilty to making a left tun In front of ap proaching traffic admits also that be was solely at fault in causing damage to the ap proaching tar. He says that he ftu insurance, but upon further inquiry the court finds that his car is financed and the insurance that be carries it that required by the mort gagee for the protection of the mortgaged property. In other wonts, the defendant has no liability insurance that will take care of damage caused to a third party. In such a case as this, as with the one above, t con tinue the case not only to give the defendant an opportunity to settle the damages but also to procure liability insurance to uke care' of Iris future driving. I appreciate that our court will probably be considered by most of you as imtnlglffg in extra-legal penalties especially when it goes into rhi* matter of liability insurance. It Is true that our law does not require that the motorist carry such insurance except after conviction or plea of guilty to certain offenses such as hit-skip T*d drunken driving. However, as in the case of the de fendant who shows a disposition to make good for the damage that he has caused, so in those cases where the defendant cooper ates and procures liability insurance, the court takes this into consideration in firing the punishment. For the past three years we have been following this procedure which has met with strong public favor, Tbe avenge lay man can never understand why he should be pushed around from pillar to post to col lect for the damages to his ox caused en tirely by the defendant who is before traffic court, nor can he understand why he should have to get a lawyer on a hundred dollar case and pay hhq half the recovery. I personally think the layman is right and that our tradi tional court procedure as it relates to the administration of justice in suds traffic mat ter* is all wrong considering that most traffic courts will do nothing about damages or about the future financial responsibility of the defendant. 1 an not see how complete justice cur be done for all parties concerned including the public, if the court is blind to these things. 4. The nett situation that is deserving of special attention it the drunken driver. You will notice I am not considering these neces sarily in the order of their importance. It I were, surely I would put tbe drunken driver first because be is probably the wont menace on the highway today. When a drunken driver appears in court there axe many things to weigh in evaluating the punishment that should be imposed. First, of course, are the Eads and circum stances of the case before the court; then the defendant's past record, the matter of dam ages, if any; has the defendant insurance; 34 JSIh National Sajtty Ctmgrtis, 1947 what docs tbe defendant do? Docs be diht pending 00 the rlftpndanr and all tbe cir- for a living? Has be dependents? Doe be drink habitually? Has be ever been arreted for intoxication? How keg bas be worked So mutli for suspension, probation and laments ifirorrl by tbe court. One of the for his present employer, etc? AH these fac tors are taken into axaidenufon. Under the laws of our sate the maximum penalty for this offense is a fine of not more chan five, hundred dollars or imprisonment (or not more than six months or both such fine and imprisonment. 1 have known judges to dispose of such cases by simply a small fine, say $*500 or even lot, and no jail sentence given or sus son effective deterrents that we might am ides and whkb our community bas tbe good fortune to be able to use to good advantage is daily publication in tbe newspaper of tbe list of traffic violators, their name; address vffiemc and fine or punishment. 1 have bos t recent list which Z have dipped from oar newspaper and 1 will pass it around among you. You would be surprised bow widely read this list is and how distasteful such publicity is to offenders. There is little doubt pended. I have known other judges to give a fine a id a jail sentence of say ten days. \s with the other offenses already discussed that it has a deterrent effect for potential repeaters as well as for potential dm of fender*. Of course, wfiav there 'm a par. ticulariy serious offense with heavy punish- most courts will do nothing about damages or the future financial responsibility of the defendant or about bis future sobriety. Here is bow our court handled a typical drunken driver who bad run into the rear of a car that had been stopped waiting for a red light. The defendant admitted the charge and that he was solely at fault la musing the collision. The evidence further showed that he had been employed at one of tbe rubber companies for fifteen years, had a wife and three children, and his car was financed. He did not os his boo* sad be had no lia bility insurance to take care of the $300.00 damage caused- to the other car. He lived six miles from bU work and no public trans portation was conveniently available. The court gave the defendant a fine of $100.00 and 30 days in jail. $50.00 and so days of tbe sentence were suspended ou con dition that (1) the defendant not get in in the newspaper. On hi subject of publicity and newspaper cooperation time limitation does not permit considering and exploring all the poimbiS- ties In this field. However, one observation should be especially pertinent. U proper pub licity Is not given to traffic offenders, tbdr fdencicy, offences and-punishment, then bow can the work of tbe court and law enforce ment have any deterrent effect upon poten tial offenders? They must know tbe punish ment that awaits theca and they auuwt kww it arnicas it is publicized, moreover, this pub licity is a further punishment for tbe offmder himself and a deterrent toward becoming a repeater because he doesn't want his em ployer. his friends and neighbors reading and gossiping about his law Infractions. Without continuous and varied publicity a toxicated for five years, fa) the defendant pa) the damages and always caray liability insurance in tbe future. We have found that the moral effect of having the suspended fine or jail sentence or both hanging over the head of the defend ant has a marked deterrent effect and rarely have we found such defendants violating the conditions of tbe suspension. It is hardly necessary to mention that in aggravated situations of first cases of drunken driving or with repeaters the court in addi tion to other punishment will suspend oy revoke the driver's license. Also, tbe court sometimes will limit tbe driving privilege to business purposes, or daytime use or no pleasure driving ete^ de certain amount of apathy toward traffic safety i inevitable because of tbe distractions of soaring prices, world tensions, coming presi dential election, etc. However, it Is not lack of public interest that we should be con. cemcd about but rather lack of public in formation. We should get all the frets be fore the people employing such technique of picture and word, aod suds frequency of im pact upon the public mind that constructive programs for traffic safety wiD readily receive tbe intelligent support they deserve. It was more than an accident, as you can perceive from what I have said, that our loci] news paper. our only Akron newspaper, the Akron Beacon Journal and columnist Kenneth Nichols received last mooch from tbe Na Traffic Section 35 tional Safety Council top awards and Grand First Prize in the national newspaper contest for tbe bat pre-Fourth of July story or edi torial on safety. Nor is it an accident. I belive. that over that long Fourth of July week end we had no traffic fatalities in oar city. Yet, proper publicity does pay. la conclusion may I say that I think the traffic judge can and should make greater use of tbe deterrents mentioned and should exercise leadership and do everything in his power to stimulate tbe public and create an awareness of tbe Earn and figures of the grim story that only he fully knows. Violations Bureau Procedure By HUBERT D. HENRY ?rddng Judge, Municipal Court, Denver, Colorado The purpose of a violations bureau Is to conserve the time of the court and tbe vio lators in the cases of violators involved in minor infraction* of the law. The bureau can be used too effectively in parking vio lations, but Is used in many rasa of minor moving violations where tbe violation is not too serious and where there Is no particularly beneficial result from ordering the violator into court. The handling of minor violations through a violations bureau not only reduces congested court dockets, thus saving the time of tbe court and its staff, but also tbe dme of the violators, who mar thus pay their fine in a few minutes jo the violarioca bu reau rather than wait, sometimes for several hours, in court for their rases to be heard. Tbe violations bureau should be under the snpervisioo of the court and.operated in conjunction with tbe office of tbe clerk of the court. It should not be in the police depart ment or supervised by the police department because of the adverse effect of this arrange ment on-violators paying their fines. No excuses should be granted except by tbe judge in open court. It is parable to estab lish a system of accusing everyone for a first time violation of some particular ordinance, but even this policy is not desirable and all tickets should rail for a fine. Upon failure to appear in violations bu reau for a parking violation, there should be at least one notice sent to the owner of the car advising him of the violation and that bo is responsible for the appearance of the violator. However, f the violator does not appear after one notice on a viola-' lion, or if tbe violator does not appear after having received a ticket penonaly for a mov. Ing violation, an arrest should be made and the violator should be required to poet bond before being released. Tbe amount of the respective fine* In vio lations bureaus will vary from place to place and with the various offenses. Considering that tbe more serious offensra will go to court, it seems to me after talking with other judges, that a schedule generally accepted of approximately $10.00 for moving viola tions and $500 for non-moving violations may be considered a fair standard. Of course, the actual amount of tbe fines should vary in accordance with tbe seriousness of the offenaa in the particular community. For ex ample, parking on a street where parking is prohibited in a busy hour in some commun ities might very well be classed as a very serious violation, subject to a very heavy fine. All moving violations should be recorded against tbe name of tbe violator and these records maintained for a period of five years. In tbe case of moving violations which are heard in court, the violator's record should be used to assist the judge in determining tbe seriousness of tbe particular offense before the judge in view of the past record of the violator. Violations bureaus when used properly ran be of very great aststance in the handling of traffic cases, but if used Improperly, giving the members of the public tbe idea that it is merely a revenue collecting agency, they can be of great harm u traffic law enforce ment. 36 ?$tk S'atUmal Safety Congress, 1947 ol a Violator'* School By SDWABD C. FISHER lincrJn (Neb.) Municipal Coart at Minr rises before tbk group that tbe prime objective o( traffic bw enforcement h to edaatc the public 10 1be necessity for safe driving. 1 conceive tbe chief function of tbe court, there fore, to be cduarionaL We all know that we can accomplish little in the way of genu ine progress in traffic law enforcement unless we do have the support and cooperation of the people who use the streets and highways. Many judges are now seeking U> awaken motorists to the dangers inherent in driving, and induce them to comply voluntarily with tbe rules laid down for ibdr protection and that of others. Opinions vary widely as to how such compliance may be obtained, whether by strict enforcement and heavy pen alties, by "whoop-la" campaigns sponsored by citizens' groups or by other means. (Cany dries have sought to achieve the pur pose by setting up traffic schools of various types for the purpose of carrying on educa tion along lines of traffic safety. It wax sug gested in one of our sessions last year that ' these properly should be called "Traffic Safety Schools** rather than violator's schools, probation schools and similar designations, in order to muow any possible stigma boos attendance and to eoamrage votuoteoa. Some of time eboai in tbe nature of penal tbe violator is sentenced, ntkx ouhr. Others tbe thief nyfn anoe by attendance protection driving p tbe police eaed sgtiai eat b thr umi;Brief hn end agenda We ssnri tears agn. It w am up gaMb fie ffi* tbe pwber mnsnl IW quite ipcinl.log ad and the sms lion gen juveniles who earned the <Aeer at dairy to become prematurely gray. After tbe oaSc school faded I set np a system of my oq- sect of taCc school extension course. To any tale violator, except io certain mioua types of can, i offer, as an altmmtire to poying the fine, a sus pension of scouBce for a totiia period dur ing which tbe violator surrenders hit driver's license, studies the traffic rules so that be can pan a test, and writes a tooo-word paper on "Traffic Safety**. Every eeba Saturday rat)minR at 9:30 we have what we all our "Juvenile Traffic Session" at which all persons under tS axe required to appear accompanied by their .parents or pasous responsible for them. At this session we show a traffic safety dim followed by some local arisen, who speaks on behalf of traffic safety. Then we start through the list of violators, and as each U called he is given tbe alternative 1 have already referred to. To summarize my thoughts on this sub* jeer, r submit the following: The purport of TraflSe Safety Schools is (i) co educate the public in traffic law obicmoce, to promote voluntary compliance on their put and en courage attendance by volunteers, (*) to correct tbe first offender, (5) to start the youthful driver right. (4) to reach tbe con- twrrat violator whom firo have to correct and (5) offer relief co indigent do- been for whom fines or ocher penalties would e aharfoml, not should not be "rfebsoo school" e nnt wmilar title, because this rifacnwign srimesos sad leads to a nwnthi am ende am the put of those attending. The tdmol should be held forth as an ifpsrianfj to Ion. Tbe intnxun should be ml qualified ud enthusiastic. Examine' ' ` --,J be given and anifaia of pro- a set up such schools. tbe conns may act op quite effective edaca- rmJSr Srcticm 37 TUESDAY MOHMNG SESSION October 7. 1M7 Greopfl--IdpW Traffic fnulTHtei PmUntp HAJUtT H. BAXJUSOft. Tate Suffer. Him Ditto, oi ffijtanft. JtaUaol Badncfion Through Traffic Engineering By I. E. P. DAHHEEL Ato- Traffic Engfcwer. Department of Highway,. Slate oi WzmMota Engineering in traffic accident prevention programs b not tbe exclusive raponribility of the traffic engineer. Every engineer who has responsibility toe the location, construe- don, maintnaaee or operation of streets and highways who carries out his responsibil ities in a way that will improve traffic condi tions is, in put at least, using traffic engineer ing. To a- certain extent all of us must be traffic engineers regardless of whether our major duties involve operations or construc tion and maintenance. Surely the primary purpose for streets and highways is the move ment of traffic. Society is becoming critical of its roadway faculties. The public now de pends oo facilities that are adequate to meet a highly mobile economy. Our streets, more than ever before, must be able to handle Urge volumes of traffic both safriy and at reasonable speeds. We are aS familiar with the three TT of traffic nfoy. It la an way pwpwe bo am- pare them either in impomacc m effectiveoca. Sorely all three are mrencaal wad each ooe is depeado* ta a pot exams am the ocher two. Bat I da aWt ta yn that we rive highway department as wcS as municipal meet and highway adrafahnations are giv ing at least as much attention to tbe safe and expeditious asovsaest of vefaietm and pedestrians as is given to other important de tails. We no longer have the "get out of the mud" complex, but are designing and build ing facilities that wQI move traffic efficiently and that will compensate for and, as much as possible, eliminate the unhappy conse quences of driven* failures. Alt three "E's** have for their purpose the improvement of driver performance. The jucccw of highway tzaoiport operations de pends, after all, oa the manner in which driven actually perform rather than on our ideas of how they should perform- Engineer ing b contributing to Lhis program by provid ing Eadliua which encourage good driver performance and discourage or reduce driver ta tbe "Before and After" series published -tot ffimribwted by tbe National Couervatin* Benia, wish which you are all familiar, are iTbwrr irfcjm of some of tbe eagmaeriag icrtaiifMi that have been sue* cewCoSy tfilrijul to reduce accidents. By moling w of aorfcfagt, signs, signals, Inter* wesson redrrign. one my routings, speed xoa* mg sad many other relatively inexpensive oescaoNt, itwnisblr rorfuctJons in accident severity have been realized, studies are a most the effective- r several design pol1 so traffic service i and luuurtfaw. rsfilinai of Afferent typo of highways canyrng similar traffic volumes abo provide ft pod hods far entering the affect of <;th National Sajtty Congrtli, 1947 the roadway features oo accident occurrence. For instance, the material!)) tower acadent rate on the Merritt Parkway as compared to the rate on U. S. No. t in Connecticut U familiar to most if not all of us. The Penn* tyjrania Turnpike, according to studies by the National Safety Council, has a death rate well below the rate (or other Pennsylvania roads as well as bang Iowa than the average for ail rum1 roads In the country. The Merritt Paikway and the Pennsylvania Turnpike are good examples of what engineering can do to make highway travel safer and more pleasant. reduction of 78 per cent compared with the average of the five yean preceding. We have two routes leading out of Du- luth which offer a good comparison. Route No. 61 consists of a two-lane; i8-foot concrete pavement. Route No. obi (our-Une divided highway as Car as Pike Lake. Traffic volumes are not high on either road, averaging around tjSoo daily on each. A check of 1947 *oride&ts to date shows that the two-lane concrete road has an aerfdent frequency of 4J per million vehicle; miles, while the divided tour-lane highway his a rate of 1.8, or 4a per cent Undoubtedly, nmOsr comparisons could be tern. found in every state. 1 know that our accident Parking practices have a direct influence records in Minnesota show the elements on accident occurrence, A few years ago one of (he roadway do influence accident expert* Mice. For instance. Routes Nos. to and 51 are a mile apart and roughly parallel with each other north of St. Paul to their junction at a distance of about six miles from the dry* city changed from angle to paxaQet parking and (educed accidents materially. Several other dries have since either revised or a* tirely eliminated parking on major streets, with noticeable reductions in accident fre quencies in nearly all cases. Route No. 10 is a three-lane pavement, while In our sure we have a cnnridenble mileage Route No. 51 is a four-lane divided except for of 18-foot pavements on tome of the prin three-lourtbs of a mile of ax-foot bituminous cipal routes. This width of pavement is' as* surface. This route is also provided with serv tirely inadequate to present-day traffic re ice roads through the builtup areas, and two quirements, and generally results ia an ag important intersections are signalised. No. gravated shoulder maintenance problem. Ac ji carries an annual daily avenge of ap cident rates cm these sections of highway proximately 6/000 vehicles or nearly twice have been among the highest. On one section the volume on Route No. to. Ou the basil of road of this type, 14 per cent of the total of a recent study, the accident rate per mil, acodenu were apparently influenced by low lion vehicle mile* on Route No. to was 44 shoulders adjoining the tfl-fooc pavement, whereas the me on Route No. 51 was $-* or '(hoe accidents involved vehicles either drop go per amt lower. ping off (be pavement or others which crowd- A by yean ago a portion of ooe major street in St. Paul, a distance of approximately *14 mile*. was eapaiewdag a Urge number of accidents. A study of the previous five vean* experience showed an avenge of *7 accident* per year. The area had a speed limit of go miles per hour. It was apparent after studying the accident histories that the speed limit was coo low and that an in crease night be beneficial. Accordingly, speed ed over the center to avoid a bad shoulder. During the past two yean, especially, many mHa of this narrow pavement have been widened by the ptaring of xpj 19 ) scrips of pavement on cadi tide and then resurface- ing the entire width with a bituminous mix ture. In all cases where accident experience has bees cheeked, there hat beat a noticeable decrease in accident frequencies. A vay bad experience developed after the surveys were made and standard speed zoning war on a winding, crooked route oq which techniques were employed which indicated was located a number of (arena. This route a limit of 40 mQes per hour was warranted was below standard ia every roped, except and that such a limit would tend to reduce that It did have a reasonably good bituminous the exeesnv* amount of pairing which was surface. You out well imagine the growing prevalent 00 the awe. Aa a remit of the demand for action by those who used >>* study, a jo-mile-pcr-bour limit was estab rood. Speed and accident surveys were com lished. Subsequent Rsdin at intervals during pleted and as a resale a number of rigac were the several yean following the change dis replaced. Reasonable speed limits were estab closed that the frequency of accidents bad lished and advisory speed signs were placed been reduced to five or rix per year or a on wry cwxve that required a reduction be- Traffic Section 39 lew the awed speed. AH signs wtxe reflectorIni The dnaiina dasged Immediately. Ac cidents have been tare rince the changes and compfcdncs fare ben entirely riiminated. Section where luge and popular nightdaba are in operation generally experience high auJilmr tjegwarifts. Perhaps more at tention off taw ntepWB to insulating the Mia Uckuj. i, acfc areas either through uqriafioa of wider right of way or by better acemconoti One conId p> on and on writing Inwinai of where engineering treatments and improvemenu have radaoed acririenfs. This type of traffic engineering w91 perhaps always be iboaU dcqrasr* If we are ever (o arrive at snch aa Utopias period, traffic engineering principles mast be uapUijnl in the nriy wages of locstiag and detignisg the improve ment. Engineers mam inamtiogly keep in sod the needs of traffic and the tad that drivers do not always act aa the iVr'gnrr might intend. It Is only by learning what the avenge driver till do rathm than relying on him to do what we want him to do that the engineer can deign and betid toads that wttt encourage correct driver action* and make the improper action difficult or at learn unnatural. Accident records furnish an important. If not the best, source of infonnauoc regard ing driving habits. Traffic engineers have tong recognised the need for this information. We have found that design, coacmictioa, and maintenance (npnem are very mut* inter ested in these records if the informstioo is presented to them in a way that it cut be applied to their work. I am ntidtrf that if more use is not made of accident informa* tion in all phases of highway or street im provement. it will be the fault of those who collect the reports and fell to make the iaflomation available u> the one who ran use It. Accident reports In a file drawer have practically no accident-prevention value. Eogfueeriny fi effective in redudtig traffic acrMrnts, and we as engineers must accept responsibility for titn^aring or Improving those features of the roodway which have proved to bo contributing factors in atridents When we do that we can take oar rightful place alongside the enforcement and educa tional groups as active manben of a three- way team in which each member pulla his fair share of the load. Traffic Engineering in Small Cffiee (Fane! Hlum--!i 110 ftisnutim fstiif-Cscsw W. Bajkton, Traf fic engineering rrmsnlunr to Northwestaw University Traffic Institute. rmtidpmtts: Jotot H. Bvncm, Am. Traffic Enj. State Highway Owaie firing of Indiana Harare ffi, Ivajxs, Dir, Traffic Engineering, National Conservation Bureau Dam Houiwnrasra, Mp. Oklahoma City Safety Council MR. BARTON: The Km question ad- drewed to the pond is: "What are the duties of traffic engineers wish particular emphasis on wwsfl dries?" Jim Darrell has covered ooe aspect of-whai traffic ougiiwm do in the accident preven tion phase and chfc is aa Important fector of any dry tvginflcw of bow small you may want to go. In recently published reports by the City Managers* Association, the Urban Land fmtlrerr and other*, we find (here isn't sny limitation today 00 how small a rity may be and still experience decentraliza tion or the effect of decentralization. The latest tahalation included cities as small as *5,000. TNey suffer the same (Us as big *~irt**- If that he true, then it is probable (hat there fa congestion in the small cities, particularly if these are two titles near one another. However, treating congestion is another problem. These fa a third job. Regardless of the size of the city, we have our existing street system; each movement on the arteries g from the burinsas district out to the residential district. We-on see the evidence of grow inefficiencies in a tity of *0/300 as tiu3y as in a dty of 1,000,000. The fourth job of the traffic engineer is participating In the planning of the growth of chat tity. The traffic engineer or the engineering function should play a major pan in the develop- men! of (ta cranspotratiow igart. of rity pfennings even In a small town. 40 35th National Softly Congress, 1947 One of ibc most important ament Items o that type of planning is the matter of ofi-street parking. That type of planning is the formal planning in which traffic engineer' ing service b reqoind. We ate thinking of accident redacttoo, congestion reduction, aid in ptanning, and efficiency of movement. The Deal question we had set up was: "How mS m*y a cur he and still justify a full time traffic engineer?" Some tmail cities hate combined the traffic engineer^ job with several other dty funclions, soch as the dry dectridan. In one case, they have added stmt lighting and various other things to the traffic engineer's function until they have built the job up to a full time occupation. In a third ***, they have given him the job of general maintenance engineer plus trafife engineer. What would you think of getting a man into a community trained in tnfic engineering-- is it a practical thing to cspcct that he handle other Junctions? MX. MILLER: 1 think perhaps that would he a good idea if it woe worked oul MX. SEBURN: That ii a good way to get a traffic engineer. MR. BARTON: He is on the job full time. MIL SEBURN: He b not devoting full time on traffic engineering it he to on lighting, t think that is perfectly proper as a traffic engineer. It b a fine way to have someone trained and justify the paying of a reason* able salary to him. MR. BARTON: Is there any figure now accepted as the kiwwu limit of population in which strictly traffic engineering work justifies the employment of a full time man? MR. SEBURN: I don't know of any that is accepted. Unofficially, 1 have taken around 75.00Q to 100,000. That is a personal figure. MR. BARTON: What is the National Conserration Bureau attitude on that? MR. HENRY EVANS: We have stuck with the figure of over 50/300, The National Safety Council recommends a ratio of 14 full time traffic engineers per 100,000 population. This would indicate the need for a hill time traffic engineer in cities down to 65,000. MR. BARTON: It is a certainty that today there are a number of dlies of 100,000 down to 50poo without traffic engineers and this discussion can easily deal with something In the range of 100,000 on down. MR. WILSON: Possibly jobs could be com- bitted in order to justify a traffic engineer in the smaller communities. I personalty fed that it is difficult to combine jobs and the man who is trained in traffic engineatag would ordinarily act be satisfied with the job where he has to spend a great deal 'of his time on other work. I question whether he b properly trained or dawtfied as a traffic engineer. MR. JOHNSTON (Nebraska State Traffic Engineer): X have many duties chat have been assigned to me which definitely fnw nothing to do with traffic engineering. 1 have to do that to justify the traffic engineering depart ment In Nebraska. I think we have to think in terms of a full time traffic engineer, de voting a major put of hh time to traffic engineering pursuits. MR. BARTON: Then you would ay that the determination os to whmber the city needs a full time traffic engineer depends on the dty itself. A city of 100ms in a metropolitan arm, where it has more traffic dumped on its doorstep'than as isolated dty elf 100,000, may have more acute traffic engineering prob lems and it Is again consideiataoa* of that type which determine whmber the traffic engineer is going to he a pninwif man in Use dty. Mr. Schcuna. do yaw agree, or do yon disagree with the idea that it it practical so combine dry electrical ragmen and traffic engineer in one job? MX. SEBURN: I dunk whew yon <fe thac one job Is going to suSer as the mpemmm of the other, MR. EVANS: Ate yon fitting ahmn dries Below 50.000? MR. BARTON: Fifty Cities of this siae can't tcU a foil time traffic engineer other ways of getting traffic e In many states. For example, way departments are doing a magasfieBK jab in cooperating with dlies in the mdy of their traffic problems. I would Bit* aw am Mr. Bunch to what extent Mates am arajgfog the smaller deles and la what way that sera. Ice is being rendered and bow Car they aa go. MR. JOHN BUNCH: It is the firafiag in Indiana, and probably fn all the stales, that the Mate highway deportment win have to go into these smaller towns and help out on the traffic engineering problems- To give yon the tiro of (he problem. I brought along a few figure* concerning Indiana, For incorpo rated towns of less than tooo population these are gat; for 1000 to tjoo there are 105: for 1500 to 5500 thereare 51; 5000 to 10.000 these are JK 10,000 to ijxoo them are 17; i$ms to 50^000 there are to, and that taiog yon t raffle Section up to the tower limit. We have found a definite need for traffic engineering scrricra in towns as snail as 4000 people. It doesn't might be oar limit. I think Ohio has more dtics of *5.000 than any other state I know of. mean that there is a need lor a complete parking study Including off-street parking or parking lots, but there is a need for engineer' ing service to the extent that all standards MR. BARTON: The first field that the highway departments can fill is this general analysis of a dty** need to cell them what they require. You an do the advisory work are improved and brought up to the level of the stare or national standard. That includes tigm and marking* and some signal work. MR. NEAL (Ohio Traffic Engineer): I on an administrative level without as great a stag as you would need if you had to go in and do the pick and shovel work your* Mil agree with what Mr. Bunth baa mid. We have found a definite trend in Ohio <m the past of the smaller muoidpalitira, even cities up to 50,000 or 40,000 and one dty of 160,000, to ask for aid bom the state highway de partment. They know chat we would agist them in so tar n pwitie. I think very defi nitely there is oetxl for seme service to the wafkr communities. We have found, for example, that there is a great lade of uni formity in traffic control device*. ML BARTON: You think it b a trend these Is growing and it is the policy of your pi--siaira u> broaden that service. MR. MEAL: to Ohio it is the larger corn* monfdes ctee apply for engineering. In the smstlrr pisuj these is not enough work to he dene. We tried to make a general survey of orfinata and everything of that nature ssl m tow tond It has wwtol very well and the city seems to be quite well satisfied, f believe that is one way In which we can win greater uniformity in traffic control MR. NEAL: In seven localities, we made a complete survey and complete report and we came to the conclusion that it is beyond our capacity. We nuke reenmussanoe surveys--if they want u> go beyond that, we suggest they employ a consultant. MR. JOHNSTON.' We have been doing a great deal of work in the smaller dtics. I recall an experience 1 had a few day* ago in oat of onr dries of *5,000 population. I was railed out there by the commiatoncr of light for the city, and apparently the dty father* had Invited or asked him to install a traffic light at a osato location. He had learned of the services of the state department and bad wriuca to toe in that regard, sad 1 dbcussed the problem with bun- I pointed out the way It could be done and also pointed out that if we studied the situation we might find there was do signal needed. He was un happy as be had boat requested to put signal* ia *U over this community, which was al ready overloaded with them. He. felt there UR. BARTON: That is one of the boa twuctiorm to be performed by the state high* way contmimion; u> help them realtor what (heir need* axe. what their greatest wok- news are, and in rotting op for then a .. program and approach to the problem. They hare to have an analysis or rfhgnrato i whm their troubles are from aa agency -iitiin the state which they ran erase and dqjend on ud which tan troly be helpful. was a Bead for some type of specfolfaed serv* foe to help the dty fat that regard. There to one derail that ha* come up in sty experience fn this and that is the mauar at the faxHridtul with wheat you deal in the city. We have gone into a few dries at the reqwot of the light coiamtwloner or the chief of police and possibly the chairman of the greet nautbaoa, purely on his iastiga* foe. We hare Rmohacs made an extoutre MR. SEBURN: May I ask Mr. Neal a tjso> tide? Hr nation the foot that they do the work in the very small communities, and M certain point* more or less be suggests ttol they hire someone or cake other man*. Where is the breaking point? Where to the point where you hesitate to take ever? UR. HEAL: W have gooe fane oar dty at tfonos Rod suggested that they employ TWrw* ns co do a fob invoivtag parking surveys. 1 dee*! think we wonId inept that am* --------- stay and prepared a report with consider able don. and then we have appeared betore the toad or dty council *o& given our nysn aaiy to find that the dty council ittif is am fit sympathy with the making of the survey or the inmtoeuce of state activity ia the gmttcr. We have learned by experi ence the hot thing to do is make sure that it to an official request from the hoard raid os hrt in most rases we ask the board to pom a imtoikn inviting the department to ! study the situation and make 42 35th National Safety Congress, 1947 MR. NEAL: We uk tor au official request (root the dty council when we go in and aik them to deignate some one individual who shall be the contact man with whom we work. We do not work with otben in the community. MR. BUNCH: I would like to add tor in* rfiina that wc find it Mcosuy to aik toe a resolution. When the work has been done, the council or the mayor are asked officially to acapt the report in a letter to the high way commission. That makes any agreements binding between the two of them. We had a request last week concerning a signal and one concerning parking regula tion# .in a town of 1500. 'nut gives you an idea of the way these people axe thinking. We have the opportunity to do a lot o! good by visiting these towns for a day or (wo and in this way give them what help they need. 1 don't think they will take the trouble to hire a infic engineer or consult, ant for that one or two days* work, but they certainly do need advice. MR- BARTON: In a Urge proportion of the states, the smaller cities can first ap proach the hate traffic engineering depart ment for general advice on what to do and how (o attack (hoe problems, sad at least in the case of the snail dty, there is a possibility of getting very concrete help. That is one agency to whom the small dty should first go for general planning and advice on how to proceed. MR. EVANS: According to the last reports from the National Safety Council. 19 states reported that they do just that. They spent a total of 78,000 man days last year which tva# a fifth of their time on assistance to the urban areas, the small communitio. MR. BARTON: At least it is an agency in the field that can contribute materially to the smaller dticx. t would summarize the next point in this way. When automobile# became popular, the first Job was u> make drivers obey simple traffic rules. That was a police |ob. and as traffic grew and the job became complex, the dry aldermen believed the police should take care of it. That attitude has continued and expanded lo the point where we novr have cities of half a million where an officer in the police department is the official designated as the dty traffic engineer. There is much discussion pro and con as to whether or 00c that is proper. That Is one of the room* why Mr. Hollingsworth with hb brand experience is 00 this panel and i woald like him to give us his view* point on that question. Where docs tbc policeman fit in as traffic engineer? MR. DAN HOLLINGSWORTH: We arc finding now and have found in the past that our biggest stumbling block is that police can't bold up on sample traffic engineering changes when protests hit them. That was primarily found in changing horn angle parking to parallel parking. In other worth, the merchant would go to his councilman in a meeting and bring out the point, "Who knows that this is right?" and the policeman, if be were honest would admit he didn't know. We found that same thing in moving pocking back Croat a corner or in the elimination of parting on a through street. In our own town. I think wc have a good example. Our town grew to the north. A traffic, became more congested, we put in two boulevards adjoining each other. Wc added a little more on cadi side. Today there ore five parallel boulevards to the north. The town took a awing in building to the west. If we could train our people to go wen and then north, we would solve much of our troubles. But over the period of years, we have established a driving pattern of driving out the five boulevards and then going wot. How toeg it will take to change that, l don't know. Another example, a police captain in charge of traffic for many years had been operating signal lights on a 48 second cycle. At four o'clock on the dot, they move them up to So second cycle*. I questioned him 00 t. Re said, "The reason I do that Is bemuse I can put three tints as many can through this light,as I can on a shorts signal,** He was storing them down the othA blocks and it was causing serious trouble. The pattern was set foe the pcriotrianc, AU day long for if hours, the pedestrians had become accus tomed to walking up to the light and wait ing *0 many seconds. They measure the time Mibcoosdously, and take off across the street, and they had more pedestrian trouble during the afternoon rush hour than all the red of the day. 1 chink every policeman feels (and 1 think this is a compliment to them) that there is nothing in the traffic field that they can't coma with enforcement if they can get enough it. Traffic Section 4* I I suppose that the police department Is | the only place la which to put a traffic engj. neer, but I do believe that you could have I separate Una of authority. I have never seen I any reason why the man in a police deport oent wj h assigned the job of traffic engi neer should be under (he command of the director of traffic, t know fie gets' fils think ing fouled up when be doer, aa 1 have served in all of them position*. MR. BARTON: What are we gotqg to do in the smaller dries where the traffic fane rlon Is now ia the poller department? Who) is going 10 be done with it? In the first place; whax Is the tffiect on the acceptance of the traffic engineer^ lecoauucndatfon by (he dry pbadng rowuehrion. the engineer in charge of building streets, and so on, ft that recoaunendatkxt cooes from a man In the police dqmranont? The job of traffic control most iafiaenoe the geometric dcrigu of emu, the iadusfoo of props* tariHries in the dty pbus, and all of the thing* of that type which are strictly ngisOTiny In character. In a dty where the reco--nutarionx on traffic control come from a man wearing a pafictnanS unifarm, what would he the normal acceptance of bis tec immcnihwlnm? Would they be accepted by the dhmaor of the department of streets, (be engineer ha charge of dty design and so go? What do you think It the effieo? UR. StXURN: I doit think that working In a poffiaemta's nsffiorm would have any particular effieex. ft would he how he tanked to the paffioe miltnsuu If be carried equal rank with the other departments vrfth which he wns chafing, thu mold probably be ac cepted, I dank think he coaid carry equal rights anloa he was atmoe chief. I drink if It conn fan another department of loa rank, they ore Sable to be mlrinterpretod. MR. BARTON: With no critkfaa in tended of police: operations. I should Hke to know whether the average poBce administra tor te sufficiently conversant with traffic en ginceriag teduriqua to malastand the need far research before arriving at about such Ahp a* a one way street or a rfgnal system? MR. HOLLINGSWORTH: t don't think so. There Is a reason for it. A polfceiaan is taught to be ready to meet bsaeBitdy any one of a thousand tiauiuidu just Bke that. That's Ur bratoot tad be doexa't go la far pouring over records, or Rndytag mrma and taking balances of Bow charts and iH that sort of thing. 1 don't know of any policeman who would do that, neither do I know of any police administrator who would do that became he hasn't the proper training. He hasn't trained himself or been trained to do business In that manner. It also true that police problem are prating and of an im mediate nature. It be sat dawn to give 90 minutes to (M- something else would come up of a strictly police nature and that would take him away from this. MR. BUNCH: We recently had an experi ence To a dty under study. One of the officers had come hack from a training course in which be had a little traffic engineering.. Re was more cmirasfastfc about wtm he had (Ousted lu traffic engineering than he was about the police section of it. In the discusrion of some of the dty problems/one intersection was pointed out to him as caus ing a little bit of trouble and his fine react*aw was, "A* quid* ax I ran. I am going to have a signal put there." That was hi# solution and even this training be had just had at this university wasn't enough to coun terbalance that Ceding o being a policeman and that attitude that he bad had so tong. MR. EVANS: I think the enforcement agency has a duty to buck up and enforce traffic laws set up for us, aod I think traffic engineering should be in the inner arm of the dty government its reviewing request* far new street locations, widening of streets, and other thing# such ax the Installation of control equipment. Since signals and those things are engineer, ing mitten and aren't fogfcaOy and naturally police marten, I think they should tall into the engineering deportment. 1 should my there Is some exception in souse communities where there are men io the police depart* taent who know and understand engineer ing In that I think probably that oh* jeaJon that they dost understand engineer ing aspeas might disappear. Still, T think they would sufier by bring, let os say, under the rank of chief of polk*. MR. BARTON: In summary we ran ay that police departments on the whole would like to be relieved of the retponsfMUty. In tbc second place; poKce department* would gain in many ways if they could be released from that responsibility so they could budget a little more freely far their operations. In this way they coaid have another agency of the governiaoit collaborating with them on the subject of traffic matters, and It wouldn't 35th National Safety Congress, 1947 be the police department fighting single- handedly. la the thud place, we recognize io every instance I know of that they would like to have a lot moreengincering tzaiaing before they tackle the problems of traffic control. I would like to raise a quatioo regarding tbcac dtics where the police department docs the traffic engineering work because thee Is no one cbe to do it. Should the job of the traffic engineer be redefined so that tome of the work of simple control is set up la the traffic control department of the small dry's police department, while the more technical phases of the traffic movement is handled by aa engineering agency obtained from the outside? Divide the traffic engineer ing into two phases; one a traffic control hiaction and the ether a traffic engineering function. MR. SEBURN: Where are you going to make the break? They are interdependent. Haven't we agreed here that, for ;~**nrr. the traffic signal should be put ia on the bads of traffic studies and timed on the hails of traffic readies? I don't see that you ran break it any place effectively or satisfactorily. MR. BARTON: Would we then recom mend to dtics of *5,000 to 50,000 which are now doing their work in the police depart ment that they reconsider their program and take that function away from the police and put it in the dty engineer's bp? Would that be a uniform'recoinmmdatioo? MR. HOLLINGSWORTH: Meet of the police administrator* would appreciate It if you could get it out of their field. MR. EVANS: One of the big weaknesses that I have discovered ia various communi ties ia which 1 have analysed the traffic situa tion is not the wrong centralization of traffic engineering, but the lack of any at alL fine of alt. it is better to have six people invmrigating complaints, making traffic counts, and keeping up Cbe props records and the data than lure none. Fine you mutt get the in formation. (hen you oa make the syvraa more efficient- I would centralize wsii dulls in the police department cn|i- neering department. I think la too amity of these communities under 100,000 we haven't got to the first step whrae anybody b .doing any traffic engineering work. We felt if we could go out with the police department > traffic department **d sake acquainted with the activity and get them einwi oa the initial step of tppfyfng traffic rngineeting that we would be building op prestige of traffic engineering locally and introducing it there. MR. BARTON: Z think that In all fair- new to the police training programs, it should be said that that is one of the pur poses of giving police administrators an in troduction to what traffic engineering ia and whae it ran do. not to equip them to be traffic engineer* but to let them understand the paribillties in their dty by setting up proper engineering programs. We have said in the small dty we should uniformly seek to set op the wsponribsUty under lb dty engineers. How is that prig to be done, would you say, Mr. Evans? You hare gone into a aleO dry where the week is net being dose in the police department. They here a dty engineer's dtperrmenf. of awe. What h the next step to get a young traffic engineer set up in there? MR. EVANS; la a community of puns or over. 1 think tboe should be a pombOity of wwnrrnr in the department who could be sent to the Yale Burra ac New Haven for a year's training, or at least to ocae of the short courses that are held at Northwestern and in other parts of the dountry. The Inwltme of Traffic Engineers is be ginning a series of traffic mgjncering coofeseaccs. so three is more opportunity lor the sheet courses. By aS means, a man should be sent to the short course if not the year king '---- There are other universities that give training. I know the University of Cali fornia at Berkeley is setring up a big train ing program, aad there is aa latthuio of Tramportatlou and Traffic Engineering. So there are more opportunities In the future aa weO as what we hare now for this type of training. I think that a dty under 50/300 should send their ngjnrtr. their dry engi neer or his amfatxnt. it they have such a scrap, to a Aset comae so he on become acquainted and reheated on the fenctions of traffic engineering and the rations methods into his tap is that seam of the other offidati, the dty coBBdl and the hfaf of police, have the wrong idea abetst traffic. They think it r* a job of ratriedaf and prohibiting, rather than trying to mere traffic- Besides the job of giving a short course or long course to the engineer aad the police department, there is a big job of educating and selling the other dty officials 00 cbe Traffic Section 45 need for traffic engineering. The Conserva tion Burrau, the National Safety Council, Automotive Safety Foundation, and others, are doing that. MR. BARTON: Mr. Bunch, could you tell us what qualifications a man should powcw in order to the courses mentioned above? MR. BUNCH: It should be somebody with an engineering background or at least with aa Intermt ia engineering. The iriffint dty engineer would be a good choice. MIL BARTON: You wouldn't seek any spedal branch of onginwlng as pctimed to any otbs? Gvfl or electrical? MR. BUNCH: The preference would be rivtL If you have a choice. Any graduate engineer or aoyooe with engineering train ing weald probably have the right attitude to start with. MR. BARTON: You would look lor two thiogc ruining In engineering and definite Imreret. MR. SEBURN: I would also look for pm- ronalky sod the way be is received fay ocher amfen of cbe adminfatratioo. That would be more importsnt than what type of en gineering lm lgroonii he has. MR. BARTON: All right, that, fa one way io whfafe the oris before 100/300 would then go about setting op a traffic engineering fuac- doa. AWtufly. while this new man is ac quiring tj sluing and expoicnce. there are some thfaqp drat may come up a little bit ia of kb present knowledge. That brings op the point of mmnlnna who are in this field. Would you. Mr. Evans, covs that point of what the trnwultant agendas are and haw tbdr serricra are to be ob- MR. EVANS: I believe that any com munity, tfet bos one street or ouc intersec tion. weeds traffic engineering consultant serv ice, A dty- of geoo or even 1000 need* traffic offatefag service. The quantity themId be km. but sorely net the qnsHty. I would like Co suggest that every dty. no uatur what the siac, employ the ssustinrr of a traffic gigv at least once a year. We take osr aiuoassbOn to the service station sad (Mate it periodically. We have our driven Impreud aad Krrnswl In tome seats, and fa ia bring adopted by more and more states. If on automobiles are impeded periodi cally in more mere states, why shouldn't the street *7--which h the other pert of the transportation pkrjie be Inspected at least annually by someone competent to .inspect it who knows the dements .in the transportation picture. This should not be a policeman, nor a dvfl engineer who knows - more about ooe phase than another, but a traffic engines who is educated to under stand all of the components of traffic. The t****11,T communities should centralize duties and the traffic should have the of an outside consultant. I think service should be requested by these communities at least ooce a year. The national organizations suds as the Institute for Traffic Engineer* should adopt a promo tional program to acquaint the dtics with the fact they should have the benefits of the consulting service. MR. BARTON: If a dty actually wanted to get eoBSulting service, how would they go about ft? MR EVANS: la 19 states they can go to the state highway department. It is pas sible they might get sravtce from the highway departments in the other states. They can go to the local service organiza tions, the motor dubs, and there may be others lt"t offer service. MR BARTON: The National Safety Council and the Institute of Traffic Engi neers on inquiry will send a list of names. I wooder if ia talking about consultant traffic service we might not ray that even a --a dty can handle Its traffic problem by means alone. Doesn't a dty that has its surveys made as you propose. Mr. Evans. kn need a continuing activity in that GOmanmiry all yrar long? In any event, yon generally come up with the same conelusion anyone efae would ` tint rcgaxdlem of the rise of the dty, traffic engineering by itself doesn't work unlos the program consist* of aa occasional visit from the consultant dram the state highway department or other organization, and that in itself U not enough. They must bring coordination between the police, engineer, and so on and that organi zation mutt carry 00 the work program laid out by the agoties that come out. I think we am summarize the discussion of the pend by raying that almost regardless Of the size Of the dty, there is at least a prrforfif requirement of a traffic engineer and we can't limit the lower population level. If It fa in the population group somewhere betareas 50/300 and 150/300. Its requirements out best be met by now finding in the dty reglnusi'w department some men to be 46 35th National Safety Congress, 1947 given mining and under whom responsibili ties can be centered. White that man is gaining experience, dries of that sue and smaller will obtain assistance from agendes that can help them, some with charge ami some without charge. If they require general broad analyses of their requirements, the bat agency to do it U the state highway depart ment and then they can proceed to gel assistance through other agoidea. Regardless of what they do in connection with the in- dividual engineer, they require in that com munity a consultant pcognm tel an only be ***!"-* by rise proper organization of public offidah and if desired, civic agendo also who continue to spark-plug the pro gram between visits of these outside agenda th are there to help than. Finally, we still have not J--> the fob we are required to do in ,Unii^iMin to dries the values that an be front a round technical ap proach to their traffic control problem. TUESDAY MORNING SESSION October 7, 1947 Group Sterfon on Traffic Safety Education Presiding: EDWIN S. SMITH. Director. Rochester Safety Council: Chairman. Committee on Public Safety Education. N.S.C. How W Did It (Ptmnl DiacoMSoo) Discussion Lender: . S. Sutra. Dir., Roch ester Safety Council. Rochester. N. Y4 rhairmsty Committee on Public Safety Education. K5. Pmrlieipenit: Ctswss U. Cum. Managing Dir, Texas Safety Am. Inc. Fjlxzzt a Cojjld, Secy, Chamber of Com mote. Watertown. K. Y. Cay Hdctbcw. Albert Lea Safety CoundL Albert Lea. Minn. A, W. Lutcxx. AsaC. Secy, Minnesota Safety rvnnM-n. Ser. Roujum R- Soou. Dir, Safety Efecation. Police Dept, Wichita, Raima r. C. SAxarowv. Dir, Safety Drr. Wknasin Motor Vehicle DqiL Ray M. Wald*. Safery Dir, Taamer Ko tor Livery Sr Moaor Ttws, Rmidcna. riiif. CHAIRMAN SMITH: Each of these ^mak er* represent* a dty or a UUe which won a high place in 194*. * rite National Traffic Safety Contest. pn&ffic safety edtwarion sec tion. Our firm speaker is Sergeant RoBanrf Soule, dimm of safety sfenrfow. Pafke Department. Wkfcfaa. bam. te sf|ff the City of Wichita senrad a flm place taring in Croup ni of the TiKir May ffewHnt Sectkm of the CananO. SERGEANT SOULE; In 1945 we woo the Grand Award. We decided that we would make the people of Wichita proud of that fact by an cncoriie program relative to our award. Here is what we did: The mayor, the chief of potfecw and I the award. We had a very tenure bQQxnzd program Waited, As you enteral the dty Hades, big signs informed travelers. "You are anw cataing Wkhtta. the safes dty la the nation.- Through the civic otganhatfaan. mainly through the of commerce and te janlor chamber of comments we pra aom to the people that we had won an honor,, and tec k bad been aoeomftiabed through the hard woek of every pw in the dty. It was an honor not aliltid by poHtfcs, hot by the good com mon seam of the people: one of te highest hnnnn that -could far bumwed upon any dty. and we dl net wane to lose it. Grad ually te people sot te fading of "Let'll 1 baaed on te i the Grand Award Is miad to keep winning such ma made up of Traffic Section 47 The "W wHMiwrftnj tfainp we did in 1946--and axe win using moocrafuUy in 1947 --involve programs on two of our four radio station*; 90 minutes once a week. On the other two stations 1 have a 15 minute broad cast every day. Now. up until 1948 the broadcasts con sisted of dry speeches. More radios were turned off i" were tuned in. The Ratious were kind enough to give us the time, and we wanted to make it worthwhile. We bought a wire recorder. 1 took the recorder with me, and rode around the city in police cars. When wc would have an acci dent call, 1 would go to the soeae. The only bad thing about this waa it required about too feet of extension cord, and 1 bad to run up to tone bouse and ask permission to use one of the electrical outlets. However, the people were willing to cooperate with us. 1 would make an on-the-spot broadcast of that accident, stressing the fact that acb acridcnt meant the toes of life and property, and that Wichita would not win an award if this were kept up. 1 not only used that at accidents but also at fires, and different public meetings that we thought might be of interest to the traffic safety program. And, believe it or not. we created such public interest in that program, that when the radio stations checked their programs, our program proved that it was being listened to, in many cases, more than the coast-to<nut programs. The programs were broad cast In the morning and lAcnmn. We had a big spread in the papers in which we asked the people to latest to what happened at such and wdt an accident. To me, and the Wichita police, that was our most important traffic safety promotion in 1946; the feet that we rated a wonderful radio aodience through the use of a wire recorder, which aside poarible aa interesting radio program fnwead of a lot of dry speeches. MR. GOULD: The thing that has helped us in Wucnown-and I think this applies everywhere--was "--king the whole commu nity safety minded. In order to do that, we felt we lad to personalise the problem to every resident as well as to the business men. We also attacked our problem from the chamber of commerce aspect rather than from a strioly humanitarian point of view. In arrying on this campaign during the past to or t$ years, wo have secured a con siderable reduction in our Insurance rates. We emphasized the importance of safety from the financial side, and tried to create public sentiment that would demand safe physiol conditions, and strict enforcement of traffic laws. We came to the conclusion that we needed something beside ballyhoo. We had to have right driving conditions; curb* cut bad; signs iht obscured vision removed. We had to have a lot of things like that done to our streets, and they were done, in order' to create safe driving conditions. And, wc used the story of individual acci dents where these conditions were faulty, emphasizing the need for improvements. For, when you spend money to create physical engineering improvements, then you meet that old argument of the taxpayer, objecting to the expense. We have overcome that by personalizing these accident problems, and showing the citizen* where they were getting a return in dollars and ass. We tried this program, that went over big during the last several years--we started our work in 19x8, and it was not until 1940 that we woo our first award. However, it is cumu lative, like all advertising, as wc keep work ing every year improving our physical and enforcement conditions. In that we have been constantly demand ing belter conditions, the public did not pro test when we demanded new radio equipped can for the police, and the sending of of ficers to a national training school. As a matter of fact, various organizations backed up out demand for those things with resolu tions. and that node it easy to get the ap propriations through. We fed our success largely is due to oating.an enlightment on the part of the citizens, who then demanded that our community provide the best, safest traffic conditions pos sible, and the best enforcement regulations. One thing that we accomplished was the revision of our traffic ordinance, which went back to 1910, and which had been amended and changed so that you could not recognize it. Many of the police were confused in trying to enforce the regulations. We adopted the Model Traffic Ordinance beand placed it in the hands of our police. It was an instrument that could enforced. We hare bad all of those usual campaigns of brake tests, and safe driving, and all that sort of thing. However, I think the whole crux of the matter is. the creation on the 43 35th National Safety Ccmgrtss. 1947 put of the public of a feeling lint safe driv ing conditions must be made possible, plot proper enforcement of the taw. MB.. SALISBURY: Last year Wfecnasia htd every avenge city enrolled is ibe No tional Traffic Safety Contest--jj dries. Now. we are engaged in presenting to the nfficiilt of each of those atie* the Natlocal Safety Coundl's analysts o the repotu submitted in the 1946 winL This aairicy it ooe of tbe finest things, in my estimation, that has ever come from the National Safety CoundL Tbe Council has done a wonderful job in presenting these analyses to the officials of our 53 dries. Every month the 45 daily newspapers, and the 325 weekly newspapers, in our state, re ceive a stOTy with focalized aeddent fam. f would like to stress that point. Our stories and material are forwarded to these papers for editorial comment or filler space. We send our traffic news u> 13 foreign language newspapers, and to 11 farm journals, and are prepare papers for other magaritux. We also issue a weekly radio talk which is given over many of the stations, and which farahho bets and ideas to the local police chiefs, and others, for talks they are called upon to give locally. if you are not using your police chiefs in this type of work, you are missing a great bet because they resliy appreciate tbe auf (bat we vend to them. We have bad excellent results with ihe new traffic quarionnaiie hooklta which we utilize at luncheons, dubs and civic meet ings. There, again, the audience participates l>y answering so questions to the best of their ability. That U a worth-while effort- It b material you can use. and it b all printed. We have held two state traffic court con ferences. Last month, we completed a series of eight disuicc traffic court conferences. We carnal with us a panel, or rather a faculty, of seven member* throughout the state and completed the job in nine days. Our sound motion pictures are really in demand, aad tbit it particularly important for schools, for they are used cnaridenbty. Through these various means, and many others which, of course, time docs oot permit for discussion, we are trying to bring the message of aeddent prevention to the-public Our effort* arc coordinated with enforce ment and engineering programs la Order to do a better job. 1QL BNTBOIN: AXkr Lea b a small town of shoot ipsoo and. tike any smalt iiimmaniriri. enjoys a wide pamenge from the rural areas, which creates a very definite traffic janhiun Ow program of educational work, there fore, has been --s-p-t fee the townspeople as well as far camiy fo&. No community can dmfcip a sound edoca- tioml program, aakn' the city uffichls are tatcrewed, and get far back of the program. We are very (*""> in Albert Lea to have that cooperation. Oar mayor, dty planning desk, chief of police, fire chief, and others, are regular members of our safety council and they are active in the work of the Hlgb on the list of our achievements, as a well organized safety council which toaetioea thmngb 16 munliuo. are regular ne--y- held with a large pcicmrage of the people in attendance. Oar Traffic Safety Committee does follow up work. jpag hazardous ritinriont tod securing comoire action. Through the council's cfstis, traffic educa tion program* have been promoted in the schools, and a constructive display of traffic (posters has been maintained. The safe driving of tractor* and bum trucks on our highways have been made a pert of tbe vocational agricultural courses. `We are proud of oar public speakers. Our Bureau of Public Speaker* consist of a chair man and four speakers, all of them trained public speaks* who develop traffic educa tion programs in tbe service dubs, parentteacher assoriuions, lodges, and-so-forth. This program indude* Use use of a sound film m the subject of traffic safety. We have made wide nse of the traffic potter* In prominent downtown windows. We also have a large bulletin board on our court house square, used odoilvciy for traffic safety work, to connection with tbe passes, we feel that the spotting of potters in fining snrioos. where they can be seen by tbe people a they purchase gasoline, b an cxreflcnt idea. Last year, w* also dbtribntcd extra huge safety calendars with as ryr 1 rrniprlTTm; safety subject pictured in color. We use our local theaters to publicize our r( . and they are most cooperative. t suggest that yon, get penninion from your fair board to place posters at the en Traffic Section 49 trance to the grandstand, and to have them hand oat traffic safety leaflets to the crowd is the grandstand. We did that and found that tbe people would read them as they waited for the day's program to start. Traffic quotionnaires were very effective; usd were distributed to scfaeob and various dnbs. We only have one daily newspaper in our town, but it happens to be a good one. Tbe paper lata action of our meetings and we are very fortunate in getting good display oa this, usually boat page. Frequently, good article* and editorial* appear on specific cossanity hazards. We are fortunate in haring a radio statom which broadcasts our announcements daffy. Usually. these anaouncemoits tie la with the new*, and we feel that we have a very large aodlmcc. poring the winter months, we breadraw daffy warning* to motorises about driving conditions, far dry people m rdl m three in tbe country. ML CLARKE: X would like to de viate from what 1' had originally prepared, and *pgfe one a specialized public retadoa* program, involving our traffic safety legisla tive program, which wa* enacted at the Sep tember session of Use Legislature. It Is Interesting because it was. and still is. a highly specialized public relation* pro gram; 1 say still is, because we hare had to follow ._xough and successfully defend pass age of our six-point legislative program- JSack in 2944. when we began the initial phase of our traffic safety legislative program, we called aa emergency traffic conference in Austin, snmdwl asd sponsored by the official agenda of the sate, county and munldpcl government. We kept our mouths shut and feewd. and. when they worked out what they bettered to be the most needs In the field of legislation and formulated the program, we took tbe ball. IT--iTty we had some 58 statewide groups, like tbe FTA and federated dubs; writing lettos to ad) mrmhrr of tbe State Legisla ture, {a which they pointed out tha problem* related to tbe improvement of traffic safety, and upon wfafcb the legislative program was bared. We tdnf few a traffic code which waa pamed in Its entirety. We asked tor wider streets in the cities where tbe traffic wa* heavy. We afeo asked for an adequate ap propriation far driver education and train ing programs under Use Sate Department of Education. Throughout that year we held 16 regional safety conferences, to which the member* ol tbe State legislature were Invited. We utilized every zuedia of publicity--the radio, newspaper*, and magazine*. Of course, we bad special bureaus set up throughout tbe State so that we could call upon the com munity safety group* themselves. To do a job of this size requires at least one year of public education, and two yean would be better. It is absolutely necessary to get tbe public bade of a program of this sort. ML WALKER: Our Council is farmed as a coordinating group. Our retries dub* (l am a member of one of them) insisted that we do something about the safety problem. So, a small group here and there got together and attempted to do something, but it wa* a futile gesture. We called on organizations and invited them to get active. We had every service dub. every men** service club, every women's service dub interested as well as oar chamber of commerce, the chief of Police; and traffic engineer. At that time, we organized our safety coun cil. We have had a somewhat great degree of tocow. We tried every known way to preadx safety to the public. Finally, three year* ago we decided that no one man could delegate his time to this problem--1 tried it. None of u* could give all tbe time, that was needed to do this full-time job without hav ing an executive manager. We have at this time an executive manager, wbo is a full time paid employee. Naturally, the rest of the oMuniuee is made up of volunteer workcsv And, we have plenty of volunteers. But. this work mtnc be coordinated and planned throagh one man who can devote all of bit time to it. Now, some of yon people may be represent ing communities, and wonder bow wc finance this. We had some very bard yean io regard to financs, and tried any number of way* to raise money. Now, we have dooatloos voted by the executive boards qt various organiza tions within tbe dry. We have a representa tive membership of 60 organizations, and a voting membership from each organization. We have found that finance It one of the weakest points in safety woxfc- Wc have wonderful idea* we would like to follow up If we had the money. Radio sta tions in Southern California arc not so free with their time; but would be most happy so 35th National Safety Congress, 1947 to idl it. W **rrari our program through our board of education and the chamber of commerce. We did doc. at lint, get too much help from the police department. lo 1937. the traffic division was is command of the captain of the uniformed police and ho was not eycdtlly interested in traffic. We now have a very capable traffic director, and his appointment was brought about through the efforts of the safety coundL Sue to oome back to finances, we fdt, and believed, and sold our idea that safety was the iwJ of the community; and, this year we have been delegated as a participant of the community ***- We have been allocated $15,000. We arc In a position to go ahead, but tt has taken years to build our organization. 1 would like to stress one thing: safety council work ran never be a complete suecai without the cooperation of the women of the community. MR. LUECKE: The extent to which a state or a community is willing to go in an attempt to improve its traffic aeddent record depends upon the degree to which its ritirens have been educated in aeddent prevention. With a properly developed attitude, the public will not hesitate to endorse any sound traffic safety program. The purpose of safety education to make the public aware of the need for aeddent prevention, and to make aeddent prevention a part of community life. Under the leadership of the president of the Minnesota Safety Council, who also serves a* the Governor's consultant, the state has accepted its responsibility by carrying out ih* many safety programs. For the past nine yrars. the -wiamou Safety Council has actively promoted safety programs within the state. The newspapers and radio stations have had their own active safety sessions. In 1946, these two important forces teamed up to coordinate their safety efforts, and this proved to be highly effective. This program was extended over a period of eight weeks, and daring this time out standing activities were tarried on by the dries and loo! safety councils. The Agricultural Department: of the Uni* tersity of Minnesota arranged for a full-year extension course in aeddent prevention edu cation. which brought country agricultural community dub traders into the program. An elementary course of study in safety education has been distributed to all of the grade schools. A course in ralety cdsratkm hew developed and distributed to all of the secondary educational schools In *57 of these w*nh. direct istrtxaaiom is safety education an given. The State Department of EdetHine with the cooperation of the State Department of Highways, and the Mmnreota Safety Council, has dewdoped a comae of study la driver training to be toed in the Minncaota junior and senior grade schools during the year of *947Through the public safety education pro gram earned on within tbc State of Minne sota, ad* and every person it made to realise that they have a definite ra^eodbOlty and obligation in traffic accident pceventioo- MR. SMITH: Now, we are ready lor theae questions from the audience. MEMBER: Have you a safety round! in Wichita? SERGEANT SOULS: At this time. do. The Police Department handles the srfaole thing. MEMBER: I would like to ask Mr. Walker if be baa had any trouble in getting mosey from the community chest. MR. WALKER; Any trouble we had was our Hult because we wese struggling around trying to do something with nothing to do it with. We received donaiioqs from this dab and from that, and In snail amount^ and we never knew what we would have to operate on. We then asked to be included ee the community dxst with them odxr agencies, and were accepted. MEMBER: Thro you created as organiza tion which the people had to recognize; Is that correct? MR. WALKER: That is correct. MEMBER: 1 wootd Ufc* w Mk m. lUothorn if the material they publish oq mfety education is available tor chose outride of Minnesota? MR. HINTHORN; They bate been very cooperative in supplying other states material for special events. MEMBER: X would Uke to ask the gentle* man from Minnesota a questfou oa the drive training program. How is this program worked out In your high schools? MR. HINTHORN: At present, wo have the same problem most of you have; a short age of teachers. Although, fa gpproxinatefy too schools the driver training program is being taught. Traffic Section 51 MEMBER: U tUs behind-tbe-whed driver training prngraan? MR. HINTHORN: No. this b classroom week. MEMBER: How assy schools do yea have with tabled I Mi ahut driver training prt>pim? MR. HINTHORN: About is. MEMBER: Mr. Salhhwry. I would like to know how many of the papers la Wisconsin use the news ratemes which your staff gets eat. I have an idea that ooe paper would run ft and another owe would not. Do you find that to be the awe? MR. SALISBURY: Seme newspapers use them and same do not, bor practically all of the weeklies nee them. Tor tbc most part our releases are accepted. MEMBER: Oar rmisimiity chest turned down oar afcty patrols, they did not went it nor would they roocribete toward it. MR. WALKER: We are getting into a little political rfrnadoQ there. However, I can say flat it is a question of salesmanship. You must sell the idea to them, and I roofew it is not an easy thing to do. MEMBER: In regard to these en-the-scene broadcasts In Wichita, do you dramatize these rather have a talk? SERGEANT SOULE: We dramatize them. The only time we have our direct talks is when we are interviewing some prominent people. We even go dlrealy to tbc bedside of the person injured in an aeddent, one time we even talked to the mother and father of a five-year-old child that was killed by an automobile. 1 was talking to them within 30 minutes after it happened. They were tom with grief, and, yet, by my selling them on the idea that their talk on the radio might prevent this thing from happening to some one else, they were willing to cooperate. It was very sad. but we are showing the people ihf side that the policeman sees, and it works. MEMBER: We are still killing a lot of people at railroad czoarings out in the Middle West. I wonder if something could not be doee about that. MR. SALISBURY: In Wisconsin, at 600 feet, we have a warning, such as you are aU famil iar with, and the next warning the motorist gets b at the railroad right-of-way, by then it tt too late. 1 personally believe we have got to arouse the motorists to this problem, and through them, get some sort of action on it. TUESDAY AFTERNOON SESSION October 7,1947 GnRrcil Setslon rreskUnp JUDGE EDMUND B. SMITH. Municipal Court. Kansas City. Mo. PEDESTRIAN SAFETY (Panel Diecuazrion) Disomlon Leaden B, R. Caiswxxx, Deputy Chief and Diraoor of the Traffic Bureau Police Department. La Angeles. California, and Ooinnan. Police Division, Traffic Sec tion. National Safety CoasdL Participants: Howass F. Ilcku, Traffic Engineer and Chairman, Traffic Committee, Milwau kee Safety Cbmmisfon. Hasoio F. t nr nrs Director, Laming Safety ComcQ, Loving. Mlcfa. M. W. Punam. Enforcement Coordinator, Traffic Safety Amoe. of Detroit. Eucra S. Watson, Commiitfona' of Motor Vehicles, Hartford. Conn, Athub E. Matin, Inspector in charge of TVaffic, Metropolitan Police Dcpt^ Wash, ington, D.C. CHIEF CALDWELL: An individual came into my office recently and. was excessively disturbed. He told me that be was going along on the street and noticed a body lying on the pavement. He noticed automobiles were not stopping but simply dodging tbe body. He west into tbe nearest bouse and called an ambulance, whereupon tbe people bum out laughing; mnch to bis surprise he discovered it was a dummy some one placed there in the street. Tbe people who put it there thought it was a huge joke. What Isa- 52 35th National Safety Congress, 1947 prosed bins was the complete indifference of the motorists using that highway to the body lying in the street. I do not know if thk is typical or not. but if it is, I think I am beginning to recognise why pedestrian deaths represent from fifty to seventy-five per cent of the total traffic deaths. I am afraid that the majority of people evade their responsibility in this respect, just recently we had a child killed on a four lane highway, divided by reQ trades, with no cross-over*. This happened just a block from the child's home, and nearby there was a crossing where there was an officer on duty. This diild craned the highway upon in struction* from the parents, and was lulled by a hit-and-run driver. All attention vat centered upon the fact that it was a hit-and- run driver, and involved a pedestrian from the neighborhood. The people were up in arms over that one fact, ami they were complctely Oblivious of the reasons behind that accident which cost the child's life. It was just a reluctance on the part of the commun ity to accept its obligation. We have a group of men here who can give us the answers to many of the things we would like to know with respect to hh problem. Here is the first question: "Is a pedestrian ordinance necessary to reduce pedestrian ac cidents?" MTt- FLETCHER: We. in Detroit, believe we can ow our experience in answering that question. Education itself is not sufficient. You most use enforcement along with edu cation in order to make the pedestrian realize that be. too. has a responsibility in the use of streets. We have been using enforcement in Detroit for five yean, ever since the ordin ance went into effect, and in comparison with previous yean, we have had a reduction of twenty-five per cent in both persons killed and persons injured. CHIEF CALDWELL: Another question: "In view of the (act so many pedestrian deaths occur at night, is street lighting im portant for pedestrian safety?" MR, ULGNER: Street lighting Is most im portant for pedestrian safety at night. Often at night we have an irresponsible driver meeting an irresponsible pedestrian.and cer tainly when neither of these can see the other, we are going to have trouble. Fundamentally, aeddenu occur on streets because two things can not occupy the same space at the same time. Certainly at night the motor vehicle driver should be able to see the pedestrian, and the way to see the pedestrian at night is by laving good street light*. Now, that dost not mean just putting a light at the corns, it means having lights that are properly spaced and properly mounted. We should give the pedestrian a break, and give hiTM the opportunity of being seen at night by providing proper lights oo the streets. CHIEF CALDWELL: I do not think that proper street lighting an be over emphasized. I am impressed with some of our experiences in relation to what we all our worst comen; and the changes we found when they were provided with proper lighting. Mom erf our stmt lighting was outmoded, and the new modem efficient lighting helps consider ably in the control of pedestrian accidents. Street lifting is not limited to the dries stone; U Is a problem on the rural highways as writ And. here is a questioo 1 think will be very interesting: "Is it practical and ad visable for pedestrians on rural highways to wear inmr kind of protective material cm their dochs while walking at night?" MR. WATSON: Most pedestrians are kilted at night, and 1 think the reason is that at night it is very simple to kill a pedestrian, due to the fret it ts almost impcadble to sue the person. We first started using rederring material on our highway signs. Any of yon who bare driven in Goonecriait will admit our traffic rigtw on the highways are good. There rigns can be seen a thousand feet away. We then started putting this material oo oar highway poets so as to indicate vary dearly the curva on the highway. There are many places where they are potting rbb material on children'* bicycles. This has been done through the Boy Scouts. American Legfoo, aod the Rod Cross. This reflecting material oo bicycles means that children can be sees both from the front and from the rear. f find they new hare a Uric which an be used on jsdtcn or coats, hats, shoes and gloves-oo aD types of ckthf la fact, just the other night 1 was diiiing heme about ten o'clock at night, and I saw * faff white object ahead of me, and I amid not 1--gine what it was. When 1 got up there it ms policeman sitting on a aotoRjd^ and I saw Traffic Section 53 him as team a thousand feet away. I have a ample of jackets 1 had made foe my two chil dren. It really is astonishing the way this material shows up the outline of a person on the highway. We hare tried to educate people to wear white clothing at night when they are want ing down the highway, but they will not do it. We have a progress underway now in Connecticut to get people to put this type of fabric on their cloche* while walking along the highway at night. I think we have got to get the pedestrians to wear something like thk ax -defat, if we are going to stop killing them. CHIEF CALDWELL: There is a popular belief, of course, that the control of pedes trian accidents is purely a matter of enforce ment by the authorities, and that the individual person has no responsibilities at all is this matter. The oat question I bare Is: "What is Use non cfcctiie approach to coordinating our efforts on a pedestrian program?" MR. frrrrr- ( fed that we must sell John Q. Public--whether it Is through fines, through the schools, or through the popular thing tailed "public education"--to lire up to a pedestrian protection ordinance. I wane to cite an example from our little town of tansing. We were bothered, and MB are. an rainy days by mothers coming to the school to pick up the young children --they double pork in fn-t of the schools, tins vaporing about *50 r'her young children in an seddott. They will also park across the street, and in spite of having the patrols and the policemen at the crossings they will all their youngster to come right across the street and get in the car. Tencfaere bare spent considerable time in teaching these youngsters (o cram at die proper crowing, and always abide by the rules of the safety patrol, but these mothers undo everything Um the teachers spend hour* la teaching them. Aod, thro, the motbcis take down town oo Saturdays, and have them jaywalk across the street. When we started our eaforeexaent pro gram in Laming--and there is nothing orig inal about it. it was copied after Detroit's program. Wc held a six months* education program, sating that the enforcement of jaywalking ordinances would start In June. We suited this educational program hi Jan uary. and by the time it went into effect everybody in Lansing knew of iL We even adopted a slogan for this program. "Green means go, red means no." The newspapers and radios backed us up one hundred per cent on this program. When enforcement hi June, the police did not bare such a tough job in enforcing the regulation, 'the municipal judge told me not so long ago that in all the cases coming before him he bad never received one serious complaint horn the jaywalkers. We are not people in our restricted enforcement area--we are killing them out in the outlying areas. Withing a cstain area, maybe we can stop pedestrians from becom ing Involved in accidents, but nri1'--* we have this cnfbrconent all over the town we can not. However, these Is anotbs way of looking at this problem. As t said. 1 lire in a section Of Lansing that is not thickly populated, and if I wanted to crow the street to see my neigh bour. I would fieri awfully silly if I had to go down the street to the corner and aeas and come back up the other ride of the street, when probably the motor vchidc count on that street is not more than two an hour. I also feel that in our educational program for the public we hare not trained our police wdJ enough. I mean that we hare not sold our policemen on the idea that it is his duty when he sees a jaywalkw to give that person a ticket. We must continuously look for wap to combat this traffic problem. In Lansing we bare not found the answer. We are still killing people--we have had seven fatalities this year, six of them were pedestrians, but these accidents did not happen in the en forced area. We hafe got to find some way in.oar community to seQ the dty officials that we need more traffic policemen, and we hare got to tril the public Wc hare got to find some way to enforce the pedestrian ordinance in the outlying areas, I still think that good enforcement Is good education. CHIEF CALDWELL: While you are think ing that over gentlemen, 1 will give you the next question: "Should -the pedestrian obey traffic signals?" INSPECTOR MILLER: Our regulations in Washington provide that a pedestrian shall obey the lights just like the operators of Trirides. That regulation was passed la 1939. and after a period of education we began to enforce it. And, up until 1941 or 194a, we had made something like seven 54 35th National Safety Congress, 1947 thousand arrests each yean actually, it has now leveled off to where we have usually about three thousand cases each year. In answering that question I think we might make a few statements in reference to the responsibility of the pedestrian and the motorists. For instance, if we expect the pedestrian to pay attention to the greets light and the red light, and this U in all parts of the dty, then we have to protect the pedestrian. If he is walking on a green light, then it is our job. at Car as we cam, to force the motorist to give him the rightof-way, particularly on right and left turns. We can not expect the pedestrian to obey the green light or the red tight if we do not protect him, and it is a sort of fifty-fifty pro position as Ear as we axe concerned. We like specific regulations that say you can and you can not do a thing. Between the intersections, there is another problem. Our regulations permit you to cross between intersections, if you can do so. with out creating a hazard, but if you create a hazard by walking into the side of a car or walking into the star fender or causing auto mobiles to swerve or stop suddenly, then the pedestrian can be charged with walking ao as to create a hazard. CHIEF CALDWELL: I have another ques tion here: "Has effective pedestrian enforce ment produced the desired results?" MR. FLETCHER: In Detroit we believe enforcement has accomplished the desired mula because fatalities and injuries have been reduced. It is our feeling that enforce ment will accomplish the desired results if the enforcement is reasonable. When a pedes trian is asked to do something to conform to one of your laws, the law must be such that it gives the pedestrian every right he has to exercise his judgement. For that reason we da not believe a pedestrian should be asked to stand on a curb and wait for a light whet there is no traffic or when the traffic is voy light. agreeable to whatever the policeman might say--the policeman could tell the persoa that he has just endangered his life and for that and as a matter of safety education that he Is going to give him a ticket. More than that, and most important, the police officer is on solid ground every step of the way. CHIEF CALDWELL: I would like to ask Mr. Fletcher one queuioa in regard to his observations in the reduced pedestrian death rate Was the greats saving among those crossing at the intersection or those crossing between intersections? MR. FLETCHER: There is no indication of that. 1 believe our records will show that in jjw6 only four per cent of pedestrian acci dents occurred at intersections where we have signal lights. CHIEF CALDWELL: Here is a question 1 am going to give to Mr, I.tfliet "Does an undue unibunt of enforcement against the motorist leave the pedestrian with the opin ion that he is guiltlem and, if there s an undue amount of enforcement against the pedestrian, would it leave the motorist with Lhc opinion that be was goddess?" MR. LILLIE: I do not think the pedestrian objects so much to enforcement as be does to the attitude of the thing. He has had the attitude all of his life that be could cross the street where and when he so desired, and he believes that it.is hfs God-given right to do. that. We have got to discover new means of coevincing the pedestrian that be b wrong in the conception. CHIEF CALDWELL: Here is another ques tion: "Why should not all pedestrians, and (bat mighc rdl include all those involved in traffic accidents, be required, to file re ports?" MR. WATSON: X think that we sboold require all pedestrians involved in an accident to file reports. We do not do it now. and I do not know of any one who docs. We started a program oo this just to find out from the public their reactions to socb a system; we [swri out police department Wc can only go so for'in regulating people's acadent igpoiu for pedaaius, and we got actions. If the street is clear, regardless of about 95 per cent of the pedestrians to fill whether the light is green or red, let the in the reports. I personally think the pedes-' pedestrian cross, and if the person crossing trian would like to make such a report be (he street injurs or almost injures hixhorlC cause It gives bias a chance to tell his story. then the person deserves a ticket. And, X All we pt ts tke driver's report, aod be am sure the people will go along with you always puts the blame on the pedestrian. on this plan. I think we should do something about get Any person crossing a street who has been almost struck by an automobile is pretty ting legislation through to have rise pedestrians fill out icpoits so as to get their story. Traffic Section 55 and la that way we eeoJd evaluate for better than we can at the present time, at to where the responsibility for accidents can be placed. CHIEF CALDWELL: One more question: "How long a period of education la emeritiil before the police department can take forcible action?" This quotioo b based oa the foes that actual arrest b embarrassing to tbc pe destrian. and especially so tf the pedestrian U a woman. INSPECTOR MILLER: I believe the edu cation period should be approximately six months. It you carried on a good education program, by using your radio and newspapers. you could do it in six mouths time. Under our regulations our men have tbc power to make arms when an offense is committed. Jn that connection, we bare the unpleasant duty of accosting women, and have oa occasions arreted them. Tbc officers go a long way before they will actually fire them a ticket. If tbe woman will not identify herself (and this happens on occasions, and a crowd usually gather?) and the officer can not back out of it, be has to bring ber in in tbe patrol wagon. We hare instructed the men to do every thing possible to prevent that, but there have been a few incidents of that soft. Tests for Intoxication By COMMISSIONER DONALD S. LEONARD Michigan State Police Tbe story told of a polks uffirrr who testi fied in court that be knew the man be ar rested was drunk because be Sound him kneel ing in tbe center of tbc highway trying to roll up the paintod stripe was not too great an exaggeration. But. on tbe other hand, it was not conclu sive testimony- hr <kt defendant oould bare said that be was not trying to roll op tbe stripe; but paste it down whee it bad come loose, and furthermore, be was not intoxi cated benuac of spiritas bunoiti but suf fered dizzy spc&s doe to tbe spinning of tbc earth ou its axis. Facetious as that little story may be. it nevertheless esproses sfl in reaHstkally the problem that has cuofiuoicrt law cnionzmou officers in dealing with tbe drinking driver. Without any scandknfiani, leylrrcrt, and recognized method lor mesutring tbe extent (o which alcohol has affected an individual, and whether he ts mtotkated or not, it hat been an uphill battle so control this problem adequately sad ptwuutt mailully this raise of ail traffic offiendets and memo. . Then, too, irushmrion. in tbe absence of a measuring gsage. is ordinarily a ---- of opinion oo tbe pert of an officer- The judge ment of officers taiylng. as it docs In all fanman beings. It has happened more than once that a person bos been acemad of drunken driving, when actually he was one guilty. It may have been that he had not consumed enough alcohol to make hfoe Intaricated as we interpret K, or nc other eaase--of which more than 6o are liued-may have been (be reason for his having exhibited tbe appear ance and actions of an individual intoxicated by alcohoL Thus a measuring gauge serves tbe double purpose of protecting tbe innocent as well as determining tbe guilty. AU of us here are too well acquainted with tbc seriousness, yes. the desperate jcriootocs of the problem presented by tbe drinking driver- He b tbe greatest single hazard on our highways. Every day. each q boors, he is responsible for thousands of accidents and for tbe injury and death of innocent persons. According to nation-wide statistics compiled by tbe National Safety Council, one out of five drivers involved in fatal accidents last year had been drinking. And it's not just always tbc driver, for one out of four adult pedestrians who lari their lives oa tbe high ways also bad been drinking. Special studies show tbe drinking driver problem to be much more alarming than is revealed by the general statistics. One of the best of these was made in Evanston, HI., by the Northwestern University Traffic Institute in cooperation with tbe National Safety Coundl and other safety groups. Thb study revealed that, first, nearly one-half of the drivers involved in personal injury accidents had bora drinking to some degree; second, the chances of meb drivers becoming Involved in accidents increased rapidly as tbe concen tration of alcohol in their blood increased; and third, the driver with an alcohol con- 56 35th National Safety Congress, 1947 eentncion of .13 per cent or more In bis blood was 55 times more likely to become involved in a personal injury accident than the non* drinking driver, Other studies have shown the incidence of alcohol in more than half the traffic accidents In which the driven have met death, and there U good evidence that about one-third of the driven in Injury accidents have suffi cient alcohol In their systems to be fairly clas sified as "under the influence.** Sometimes driven have the weird delusion that several drinks make them better drivers. Othen just black out, or at least drive In a fog. or with one eye closed to counteract the deceptions of seeing double. wiutevtr may be the case, or the delusion, the cold hard fact is that alcohol shows no distinction. It affects the rich and the poor, the big and the small, the old and the young. Even in small quantities it impairs vision and speech, muscular coordination, judgment and quick thinking, and reaction time. All of these faculties must be at their very bat if a driver is to be a safe driver. With the incidence of alcohol so prevalent in traffic accidents, it is definitely dear that here we are dealing with a problem with which there can be no temporizing and do compromise. But that Is easier said than done. Without a standard to go by, the enforce ment officer is usually under the necessity of making a diagnosis that even a physician would hesitate to undertake without ulttny upon the aids which medical science has devel oped. The officer must base his decision on his observation of how a driver handled his car, how be looked, bow he talked, how he acted, and so on. Nor does he have the help ful guide of knowing bow a particular driver appears normally. He is also aware that thaw are other conditions, such as injury, illness, medicine, or even extreme fatigue, which may produce the same symptoms as being under the influence. In court It Is the totineoy of the. officer against that of the driver, ami In most in stances the driver daims that his indulgence was limited to **a couple of been.** Defense attorneys can confuse the tsrae and crate doubt in the minds of the jury by asking questions as to the extent of the defendant'sintoxication and whether the condition ob served was caused by alcohol or something eix. Witnesses are brought in to testify to the sobriety and good character of the ac cused. Then in most states the laws (ail to define the exact meaning of "driving undo the influence." Finally, there is the pressure angle. Con victions for driving under the influence usual ly result In the lew of a driver's license for a period of time in addition to a fine or jail sentence. Consequently, prosecutors and oth ers are besieged and bcaeeehed to reduce the charge to reddest driving or some lesser of fense before the case ever gets to court. Of major importance, too, b the fact that the public, and frequently even prosecuting attorney*, judges, and enforcement officers are not sufficiently consdous of she gravity of the problem, and therefore have a some what tolerant attitude toward it. Because ah of this makes it difficult In many communities Co obtain convictions for driving under the influence, enforcement of ficers tpo often will not press a charge for such an offense unicm the driver is obviously and- undeniably drunk. Yet it h known that the bulk of the problem is represented by driven who have consumed only enough to deteriorate their ability to drive safely, even though they may not be obviously drunk. Tbe result Li that only a mll percentage of the drivers who should be arrested tor driving under the are so charged. Many of the difficulties encountered in con nection with the drinking driver problem can be minimized, if not overcome, by tbe use of ' chemical tatt. Where they are used properly and fairly, good results are generally obtained. Chemical tests accurately measure the amount of alcohol in a penoo*s blood and this is a reliable index of the extent of in toxication. When such tests are available to the officer, it takes the guesswork out of judging whether a driver is under tbe influ ence. even in the borderline rone. The officer quickly knows whether the driver has tad just two been or two beers too many, or whether his condition U due to Iflaem, injury, or some cause other than alcohol. Likewise, a thoroughly Investigated case plus chemical test evidence will quickly and positively re fute most of tbe common defenses employed to beat a charge of driving under the influ ence. Tbe result is more arrests for the offense, more convictions, and a wholesome effect on the conduct of other drivos in the community. It is not uncommon for departments using the chemical test to obtain guilty pleas in Traffic Section 57 *f their cases. A driver Rpanal well above 91 tro*aliy admit that Ut has mathematics rife, accurate, and rn Sfplemcnt the of. eady % sm*U percentage of r turn lm aert. The scientif ic um is am mlhnfi mysejedked witness and k is am emy wooer a doubt on tbe part of jmy ffiat ffiia Icaru is not telling the seek cuoeQeast educationm. They are Mil new to aoc people; hey peescsg a gay to eduate the k dtr mimami of the drinking driv. the ehraks hindering the Acer in dealing with it, and the value of the test in stamping out this driving criL In conueoaiiic* where chemical tests have been used ciunjitdy. records show a sharp decrease in tbe number of drinking driven involved in aeddmts. A report oo Detroit's experience last year in handling the drinking driver problem tollowing introduction of a chemical ten pro. gna it of interest and lends weight to the daims mxde for this type of evidence. There were 9$} perrons convicted of driving under tbe influence, or more thn gs per cent of those charged with the offense. Conviction* were its per cent higher than for the previous year, and this was attributed primarily to the chemical tee. More important, the De troit record sheared a reduction of more than 47 per cent in accidents resulting from driv- tng under the iplurno* of liquor. Chrratrsl teats are trot exactly new. Ten years ago they were is use by several of the larger oiks sad mate enforcement agencies, and thh grasp has slowly grown to 7s dries and >* am agendo. In all. chemical tests axe mi is 35 Mam and the District of Columbia, ion leads with tbe largest number of Jtpntmmti In any one state tniog the tern, or 11 dries and the State Highway FatroL Ohio and Wknm'n, with right dries each, and with sera dries and tbe State Police, are went an the list. Those dries assd states using chemical tests hare hs gmni obtained a higher number of cpnriijJemi for drunken driving, on a them. Unqnwrlriinlily many lives bare been saved because these dries and states have the tests and are curbing drunken driving. In view of this record of succem, it is surpris ing that more states and dries have not adopted the tests. During the ten yean since tbe introdudioo of the program, traffic aeddents hare caused tbe death of more than 300,000 persons and the injury of more than itnaanao. How many of these deaths and injuries were caused by the drinking driver and bow many thous ands of casualties might have been averted by more universal use of tbe chemical tests are questions with which you and the public should be vitally concerned. By the same token, those charged with the respon sibility of preventing traffic accidents should take inventory to determine if all accessible cools are bring used to make police efforts most effective. There are several reasons, of course, for tbe retarded development of tbe chemical test program. In the first place, to establish such a program requires the interest and cooperation of enforcement officers, prosecut or*. and judges, as well as tbe backing of the public. It is not always easy to obtain this interest and cooperation. Many persons, in cluding enforcement officers, still question the value of scientific aids utilized in such a manner. There are also other practical ob stacles all along tbe way which must be over come if chemical tests axe to be used properly and the results aHmittwl as competent evi dence la court. Through the yous the Michigan Sate I*oSice department has obtained blood or other specimens in serious cases where the question of the -extent of intoxication war especially important. Because of the difficulty of getting such specimens, however, they were not always obtained when they should have been. We also used one type of breath test experimentally for several years and bad satisfactory raults. But again such tests were 00 a very limited basis. About tbe middle of 1948, our department bcomw Interested la a new type of chemical lest equipment which seemed particularly well adapted to our requirements in rural areas. We wanted a device which would be port able so that it could be carried in our patrol can and a test made at the scene of a viola tion or acrideuc. We wanted oae which would be operated accurately and efficiently by our officers with a amount of training 58 SSih National Safety Congress, 1947 and which would help an officer to determine if he should charge an individual with driv ing under the influence. And we wanted one which would produce accurate laboratory results to be used as evidence in court. Having found such a device, we outlined our procedure for its use, and also discussed the entire program with prosecutors and judges. We gave special consideration to ob serving legal requirements, such as obulniog the consent of the individual to make the test, and assuring admissibility of the evidence by maintaining proper records and methods of handling. Ail the members of our Uniform Division were then trained to give the test. Our officers are instructed to obtain a chemical test sample whenever the result of their preliminary investigation gives them reason to believe a traffic violator may be under the influence of alcohol. In every case chemical test result* are con sidered as evidence to supplement the of ficer's observation of the conditions and circumstances which attracted enforcement attention, and never are they a substitute for the officer's observation, interrogation, and orderly recording of findings. To assist in the proper recording of findings and give direction to these factors which would be considered, our officers fill out the alcoholic influence questioning Iona. The information gathered in this way assists the officer in deciding whether to charge the subject with driving under the influence and also provides a written record which an be used in presenting the case in court. It is also of assistance in the interpretation of the chemical test results. The written form and (he direction it gives to good investigation is, we believe, one of the best aids available in these cases. To insure that the chemical test evidence will be admissible in court we provide that: i. The test must be given at soon as prac ticable after discovery of facts which indiate a determination as to alcoholic influence should be made, a. The subject must be advised by the officer that the test is entirely voluntary and that the results may be used either for or against him in court,' 5. Only a sealed container may be used and the seal must be broken la the presence of the subject, calling this fact to his attention. 4- The officer must follow explicitly the instructions provided for malting the tests. 5. Upon completion of the tot, the coo tainrr must be mealed in the presence of the subject, again calling this to hit attention. 6. The breaking of the seal, making the test, and rescaling the container must be done in the presence of witnesses whenever possible, tbeir attention called to the various steps, and their signatures obtained on the seal after It has been replaced. 7. The officer tasking the tat must retain custo.lv of the container, not permitting it to be accessible to anyone until turned over to a properly designated person. A written record of all persons through whose hands tbc testing equipment passes before It reaches the laboratory is also kept on the container. H is necessary in Michigan, as its most of the other states where the use of chemical test evidence Is not specifically defined by law. to have an expert testify in contested case* as to the amount of alcohol found, extent of impairment caused by varying con centrations of alcohol, and the validity of chemical test results. Fortunately, guilty pleas ate being obtained in a high percentage of our am. Ena to, however, our expert is called upon to do a lot of traveling and this is a handicap which must be considered in carrying out a chem ical tat program. Wlut i* seeded Is a Jaw similar to those in Indiana, Maine, Oregon, and New York by which the phrase "under the influence" is defined in terms of alcohol concentration in the breath, blood, or other body fluids. Until there is such a law, an ex pert will be required to appear in court in every contested case where chemical ten evi dence is presented. Our experience is still quite limited as our training program has been completed for only about six months, and we have had some difficulty in getting equipment. We have had enough experience, however, to make us feel certain that we can di much more effective ly with the drinking driver by using chemical tests than we can by not using thwn. Our attests for driving under the during the first six months of this year in creased 30 per cent and our convictions Idcreased 45 per cent in comparison with the Traffic Section 59 same period last year. Pleas of not guilty hare been entered in lea than five per cent of the cases in which the chemical tats have been used. Convictions have been obtained in all of tads cases which have gone to trial except ooe. and in this instance the charge was d by a justice of the peace who ruled that there was no showing the defend ant had bees properly advised of his consti tutional rights. In ctmnectioa with the successful prosecu tion of the contested cases, bere is an excerpt trom a letter written by our commanding officer. Sergeant Freeman, of the Cadillac, Mich^ detachment, to Dr. C. W. Muehlberger, of (be Michigan state crime laboratory, who U our expert witness in these cuo. The letter was written with reference to a recent case in which Dr. Muehlberger testified. "Dear Dr. Muehlberger. Tbc jury coaricted the defendant of drunk driving. They were out jus long enough 10 smoke a rigarec... Our Prosecuting Attorney was wdl pleased with the disposition of the case and be feels that without the aid of the intoximetcr and your expert testimony the defendant in all probability would have been acquitted of the charge. "This is the first cootwted case we have ex perienced at this po and the result accomp lished with the jury has given everybody a lot of encouragement in the use of the intaxi meter." Now, good as chemical tests are, it should be remembered that they offer no cure-all and cannot take the place of careful amt thorough police investigation. On the con trary, they should be used only to corroborate and supplement other findings which through the yon have been proved necessary to sub stantiate dmga of driving unda the influ ence. Bat they do provide a tremendous aid as the records prove. In summarizing the values of the chemical tot, I should like to emphasize the following: The tot uks the guesswork out of judging whether a driver Is under the influence. It convicts the guilty and exonerates theinnoceat. It provides a means of awakening the pub lic to the seriousness of the drinking driver problem. It places a restraint upon those who would otherwise drink and drive. It is the most notable advance in recent yean in attempting to control the biggot single traffic hazard problem we have. Maybe other and more effective means will eventually be found for dealing with the drinking driver. I do not know. But 1 do know that this is one'means (or reducing the inexcusable and horrible slaughter of the Innocent by reckless individuals who have do greater sense of moral raponsibility than to drink and then drive. U we have to bring them under control through far of an arrest by a method that leaves no doubt of tbeir guilt, then this fear should be encouraged. The drinking driver has no place on our highways. He has no right to bring tragedy into thousands of homo through his wanton disregard of the Live* of others. The daily toll fo deaths and injuria that be exacts must be stopped. Every means that is used to eliminate him is a fair means, and tbc chemical tea Is not only a fair means but an effective " The greater that ire use becomes, the more de risive will be our entire general attack on this grave problem of tbc person who combines drinking with driving. Let us overtook no opportunity to press this attack aggressively, with all our energy, ability, and resonreo. (30 35th National Safety Congress, 1947 WEDNESDAY MORNING SESSION October 8, 1947 Group Meeting on Driver Education and Training Presiding: Goeoow C. Ckaham, Supervisor, Safety Education Dept, Detroit Public Schools; Chairman, National Driver Eduration and Training Committee N.5.C. What the 1947 Winter Driving Teets Show (Summary of a Talk) By RALPH A- MOYER Reaearch Professor of Highway Engineering, Iowa Stats College Chairman, Committee on Winter Driving Hazards, National Safety Council i. Motor vchidc death rates as related to motor vehicle navel axe highest in the winter in all seaions of the country. Winter death 5. During the winter months special onphasis should be given to winter driving problems in - the fields of driver education, rates are from *4 to 5$ per cent higher than summer rata in the northern half of the country, aad from 5 to u per cent higher in the soothers KtL The two major factors pro- highway maintenance, accident analysis, en gineering improvements, mad condition re porting. and traffic law enforcement. Tull cooperation should exia between those re during these higher wuuer accident rata are sponsible for read tsaintenaner and those inrirfitftr traction and reduced visibility. responsible Cor traffic safety. a. Inadequate traction on road surfaca is primarily tin* 10 snow and tee and, to a lease extmt. to wetnas, particularly on certain types ot pavement. Combined with faulty driving practices, poor traction generally re sults in skidding, a orcumtfance frequently reported as a factor contributing to motor tdiide accident*, ly wide variation in performance with bare 3. Reduced liability in winter driving generally involves one or more of three dr* cumrtances: longer hours of darkness; towered v^biliry u tima of snow or sleet storms, fogs. miK, etC4 and obstruction to driver vision {ran fratt. ice or snow-covered windshields, snow banka, etc. 6. Driven must appreciate hazards of winter driving and understand ways of sur mounting than if they are to amid trouble on the highway. Thus, a broad educational program should be enndneted by those re .sponsible for traffic safety. Driven should know that: a. Ice and aoow iaaasa braking distances from s to is times that required os dry pavements. "Wet" foe, most frequently encountered aitO' freezing rain or sleet storms, is twice as slippery as "dry'' ice encountered at low temperatures. Brak ing distances oa glare ice for on and tracks equipped with natural rubber tires are 10 to jo per cent lew than with synthetic tires. Glare road ice and the 4. The most striking fact revealed by the smooth ice of a frozen lake give com Committee's tot projects* was the surprising- parable braking distances. Trucks gen tires on smooth ice. Braking distances on erally skid farther on ice than paaenger smooth ice range from a low average of ito cars. feet to a high average of s$o feet, depending upon the ice condition, and to a laser ex tent. the type of vehicle. Acceleration and b. Speeds must be materially reduced on slippery pavements to avoid dangerous skidding. Speeds should be in the nor performance 00 curves likewise varies, but' mal driving range of other traffic and 10 a somewhat laser degree. The extreme passing kept to a minimum. The recom variability and unpredictability of the surface condition present the real haard of ice and mended safe speed on glare ice for can and trucks with bare tires is in the range snow to the unwary driver. of 19 to o mph. . Traffic Section $1 c. The nki foe safe driving under advene rood aad weather conditions are funda mentally: Get the "fed" of the road; adjust speeds to conditions; slow down writ in advance of intersections and curves; use tire chains on ice and now; keep windshield and windows dear, of snow, toe, fog and frost; follow other vehicles at sale distances; signal inten tions of Anting or stopping; and apply beakes with a gentle pumping action. Ton have shown that a very rapid and hard po--piwg action will produce con siderably shorter stops, but ic is doubt, ful if the average driver cur employ this tcrhrriqoe u> advantage. 7. Daring fall and winter months, public officials aad safety ocgairatiooa should also give special emphasis in public information programs to the hazards of driving and walk ing daring the boon of dusk, rfarftw and at other lima of reduced risibility. S. The use of tire -*--"* is the most practial oraat of self-bdp for increasing txaetioo 00 saawy and icy roads. When such roods are not treated with abrasives, riwinr are a practical aocariry foe providing traction for pnseager can and crack*. Tire reduce p imugi 1 of braking distances on ice and snow azorod 40 to 50 per cent; trade braking lihuntw about 60 A 70 per cent. Tbcy provide fsfrfy onifona traction on dry and wet ice. On icy crura, however, speeds with chains on the rear wheels only should be no higher than without, because on the rear wheels only do not provide the Dee arary steering antral required on curves. However, la the event of a skid, chains 00 the tear wheels are helpful in maneuvering out of the skid. 0. Highway departments should strive for "bare pavement maintenance" during the winter season. This can usually be accom plished by prompt and oompfote snow re moval. expedited by the dirert appUration of chlorida without abrasives. Where it it not economically feasible to remove the ice or to prevent its formation, tbe spreadlug of abrasives treated with sodium or caltium chloride is recommended. 10. The spreading of treated abrasives on snowy and icy roads maka driving safer. Braking and acceleration pqlotusance is front 30 to 65 per cent better than oa bare ice. With untreated abrativo |i*TfcnMiu { from to to 59 per cost better than 00 bare ice; depending on denary qf spread. it. Traffic engineers aad accident analysts should continually check the records of acci dents occurring during tbe winter months to identify aad correct rued locations which are especially prose to accident* when the surface is slippery or vtubdiry poor. t*. Sure highway departments shonld develop effective systems of winter road con dition reporting, so that drivers will be sufficiaitly warned of scons aad road eonditioas. This intoraatioo aboold be made readily available through aQ publicity media, and should be accurate aad dependshie. Safety instructions dealing with road or weather condition should be with tbe reports. ij- Police should cooperate in this program by promptly reporting road coalitions aad by warning motorists of the need lor using die chains when traversing sections which are extremely hazardous because of ice or snow. *(Tbc calk by Protesor H. U. Johnson entitled "The Detection aad Treatment of foatht *ocMmt Ifakm" sod the panel discussion "Have Driver Any Safety Value?" oa be found in Volume xxvm of tbe Congress Transactions, the School and College Session.) 62 $5th National Safety Congress, 1947 WEDNESDAY AFTERNOON SESSION October 8, 1947 General Session. Presiding: HON. JOSEPH M. WYATT, Chief Magistrate, Tn& Court, Baltimore; Aid.; Chairman. Traffic Court Div., Traffic Section, NAC. A Chain, Is As Strong As Its Weakest link Br T. N. BOATE Director of Special Service, National Conserrotion Bureau "A chain is as strong as Is wrakeae link.** That is a familiar proverb, used frequently Ameria's automobiles. All arc essential factors in determining our before and undoubtedly to be used again future accident pictures. None on be either to initiate so-minute papas treating ou world politics, bot lunebes (for school childra and neglected or gives piece-meal support if our aeddot prevention activity h to be of maxi perhaps even accident prevention programs. The few words contained in my quotation mum efeartreae*. In the time 1 have here. 1 would like to iei| * siory of dramatic successes and dismal failure*. Undeniably, one of America's paramount outline very briefly the history of motor ve hicle inspection, dte some caamplm of the resultant reduction in accidents in areas problems is to cope with the rising loss of where suds a program has been adopted, life and property on streets and highways. and quote some factual insurance statistics. Through the concerted effort of avie organ From there on, you may ertfsdude for your izations and governmental agencies on state self the role that a sound program of motor and national levels, the National Safety Coun vehicle inspection cua play in reducing the cil and its subscribing members, as well as death tad injury toil tad economic rate insurance and industry in gatezai, an unpar alleled public information program h* been in motion. Utilising the mediums of press, radio and the motion picture; the person who growing out of traffic aeddtats. The development of inspection programs `read* like many of the graph* hanging in school rooms or sain managers' office*. From was heretofore lukewarm about accident pre a slow but steady beginning, it bum out of vention it "strained up" and ready to cooper ate in any program that will lessen his chance of ending up in an ambulance or recorded infancy when "Save A Life'* campaigns were instituted by proclamation of the Governors of several eastern states. The campaign* re on the police blotter of motor vehicle fatal* quired that all motor vehicle*, during a stated kies. There are numerous solutions advanced tor checking and subsequently reducing traf period, ranging from two to three weeks, be presented at designated garage* for a com plete inspection and repair of aB safety fic tragedies. Education is one--teach our youngsters proper techniques in operating a car gild io so doing, develop is them essential skills. equipment. Conducted by Delaware, Maryland, Mama* chujetts. New York and Pennsylvania, during the years of tp*7 through 19*9, thi* activity Continue an aggressive, comprehensive; finally resulted in Maryland, Mamacfanaetts public information program, disseminating and Pennsylvania enacting laws requiring the facts about highway safety to the public statewide periodic inspection of motor re- Devote ourselves to the development of uni hides in 19x9. In 1930, the six New England formity in state and toad traffic laws and States Joined in a united program for pro regulations. Improve driver licensing stand motion of street and highway safety through ards and regulatory measures affecting high, periodic inspection of motor vehicle*. From way safety. Give special attention to the 1990 on. inspection history presents a ream! adoption of a program of motor vehicle In of steady development of traffic accident pxe^ spection that will insure the sound sate of, ventlon. Traffic Section 63 Additional states, rtcognittig the Inherent value of an Inspmlou program, came "into the fold** and added program* to their acci dent prevenrion activity. Several Mates with private wtiflffi twitched to the state-owned and operated type. Taking the lead horn Memphis, where, ta 1994. the fine city-owned nj operated impaction ipuas was initiated, dries cB over the mrioo. from mnfnp to Chattanooga and Omaha to Evanston. In spected their ears far mciftiiafail defect*. Motor vtUdc bapacdoos hersme a pen of the astfeem vehicle rede and were approved by the National Gonflercnae of Street mm! Highway Safcey la ig4- Nineteen thirty-seven lauuJ the American Amocfaitaa of Motor Vehicle Administrator* aad the National Conoctvarioa Buican, acci dent pttwndm fliMoo of the Aarodation Standards Aaodttias. Mstluwsl wyntorfan tncoraaed te saving Uvea through Inspection of motor whfalea in stituted pttgiit of pnbMc iniceiwsiinis, making pamphlets aad periodic news boBedm available. The ptegraaa development was somewhat doe, bat certainly ffeady and wkb no retrenching, Then came tgfi--Pearl Harbor-end a nmiininilmi of dhrt oa the waggetlng job of winning the war on the bottle aad prodotrioa fronts. With manpower aad materials rightffoBy rencrnrntrd oa whipping aa enemy an the Earn and to the Wee. the paokafley of tarelntrfug motor Ceoscqaeatiy. many of the cannery's teqwtrfcm lanes were border! up far the damtfaa. Through the lost days of war and the fast of peace, America1* mlrty-orinded became in creasingly cooodoot of the need far Indnrioo f motor vehicle inspection aft a pan of the apowwir traffic safety plan". Tbh was tfireoly far to the anao.fc tandltlno of moat automo bOet, rewiring hem wartime risortsgm of so&powcr and --fetish States that had dfeoomfiaaed their pro gram* returned te c lurking the mainninl modltfon of the MonoUa at their area. States that mntl--tsi the program, dmlag the-war began a pens of revteaBmtSon. ianalghg new iqiiimit aad adding personnel to take care of the anticipated increase in inspections. State legislative bodies cooridered* and in several instances enacted, new laws iiwVf^irtny program* of inspection or set up committee* to investigate and report oct the adviab&ity of such a course. The International Aworiation of Chief* of Police organised a program known as the Police Traffic Safety Check. Conducted in the United States, Canada and Honolulu, from May until rite end of June last year, nearly gjooojaoo vehldcs were inspected. The revelation that one oat of every three cum checked was operating with an obvious defect Is ft thought-provoking report that strongly substantiate* the need far a teatinned program of motor- vehicle inspection. WbOe not intended a* a profewJoaal mechan ical Inspection, bat merely as a road died: far obvfattriy dangerous conditions, officers were urged to note and call to the driver's attention obatixre virion. uurate steering, no tor riaioa mirror, defective maffien and other defects. Because of the program's salu tary efiact on motorist* and substantial re duction In the traffic - accident death rate, many adminisexatot* have reorinued thi* ac tivity. Obviotuiy, rids plus report* from areas where motor vehicles are periodically inspected lave established the fact that a large percentage of oar cm are in aa unsafe wvfgwiest condition and that Car too many motorists are unoonsdoosly piloting potential dealers of death and destruaioni Official safety inspection* have disclosed many things. Blackened headlamp hnib* or "gyp bulbs**, many of which are Imported and ' usually ioaccumtriy made, are perpetually oat of locos. The prime requisite of adequate night virion Is good headlights. Discolored glass and temporarily repaired windows and windshield* are hardly helpful In the motorist's maintenance of a dear, allinclusive view of traffic and road conditions about him. Yet, nupectfoof have dltdated that thousand* drive with their windshields and window* in a condition that simulates "perpetual tog*. You cannot stop a car by presring on the floor board, yet many automobile* bate brakes of negligible effectiveness. Many of dxw week just well enough ter the routine ride; bot In an emergency tbefr ability to stop the vehicle Is dangerously warning. The* won* u> the blow-out point are still found on mflllom of vehicles, aO ready for 64 35th National Safety Congress, 1947 tbe sudden wow or sbvp stone that will place tbeir bar thin cord sad send car and occupants weening into another traffic trag edy. The need (or inspections has been estab lished and confirmed. but bow effective have the programs been? To cite only one statewide program as an example. New Jersey has set a high standard tween two grot metropolitan imm, w iving compulsory inspection and tbe other tring none. la the area where all an are ibject to periodic check by tbe sate issspeein, broadly speaking, (be race for bodily 1jury and property damage insurance b 19 er cent leva than in tbe dry where periodic opections arc not required. This may or not reflect the aeddent prevention valoa in organizing safety measures with an eye to the future. Utilizing to the fullest extent tbe experience gained la tbe aoddeat prevention Geld prior to >958. Arthur W. Magee, com missioner of motor vehicles, became con vinced that the increasing traffic accident toll could be stopped and possibly reduced. If tbe maintenance of motor vebidra was im proved. Having a good insight into tbe way human being behave under varying condi dusiont. Bar In mind also that tbe rate maters do not indude motor rehide inspection in their calculations, but that fa arriving at the rates of those two areas, they found the one haring such inspections merited a substantially lower rate. Compulsory periodic Inspection of motor vehicles reduces acddentsl It undeniably Im tions. be knew that all of the people could proves. tbe general standard of vehicle con- not be depended upon to have their automo biles maintained in a mfe condition, all of tbe lime. Consequently, James J. Shanley, then an equipment engineer in the Depart ment of Motor Vefaida, was appointed to organize and head a periodic motor vehicle inspection program. Appropriate legislation was enacted, adequate funds were appropri ated. buildings were constructed, equipment was acquired after careful study and research, personnel was employed and carefully trained. didoa. It maintains ads automobile at a higher value level, by lessening depredation. It affords opportunity to check motor aod serial numben actually on tbe vefcidra against registration certificates and, in many other ways agists io tbe enforcement of motor rehide laws. It improves quality of garage workmanship in making adjustment* and re pairs and offers an excellent opportunity for informing driven concerning tbe condition of tbeir on and tbeir responsibility for driving The whole machinery of a sound oiganization dedicated to a thorough, semi-annual in spection of every motor vchidc registered in tbe state of New Jersey was set in motion. During tbe fim motor vehicle Inspection year, there were 413 fewer fatalities. Total repairable accidents and noo-fatal injuria also decreased 13 per cent. This tatatiiidal reduction has been sustained corabtently through the yean, representing an outstand ing example of tbe value of periodic inspec tion as an aeddent prevention medium. National Bureau of Casualty Underwrites statisticians, the foremost casualty insurance rate nuking organization on this cpatinqxl. have only one yardstick for dctomlolng auto, mobile liability insurance rates. GmezaBf speaking, it b the coet of claims resulting from acridents. In even leas teebblal lang uage, It Is the cold arithmetic of tbe price we pay for acridents. Thus, hum year to year, these studiously realistic smtbtidans determine .the rate we muse. py for our automobile liability insurance on tbe beds of the record we-oanelvO--actually write. tat us now draw an arresting comparison safely at all times. Aside from the reduction la aeddesns, other benefits, less tangible bat of vase importance, result from periodic motor ithfalc inspection. Tbe psychological effect on the driver is considerable, (or tbe mocorbt who has been shown that bis brakes meet only the mini mum requirements will tend to drive more carefully. Inspections also hdp to edscatc and keep car owners aware that certain ports need per iodic attention and that it fat, in tbe tong ran, less expensive to hare tbe vehicle checked regularly and kept in repair, than to waft until the breakdown ocean. Rejection of a vehicle molly infosaw the motorist In some spedBe way that be is driv ing as unsafe or and, as a coawqocsMV b liable to be held as tbe negligent parry In the event of a collision with* car property main tained. Tbe driver wbo subjects his car to periodic inspection tends to cooperate with enforcement officer* and the general pub#c in tire observance of traffic rales and regula tions. Traffic Section 65 Tbe educational opportunity afforded by inspections is u one. Io some stales baring good programs, the driva of an ap proved motor vehicle Is handed a pamphlet nesting cotaia phases of safety. This method of reaching tbe motoring public, if tbe con text It changed periodically, affords an ex cellent medium for instructing motor vehicle driven along safety tines. Periodic inspection provides for tbe motor ist an inexpensive maintenance service not available elsewhere, (t give* a sense of security while driving and sava tires became tbe constant gamble on the safe condition of tbe other fellow's automobile with which you are coming in contact all of the time an streets aod highway* is reduced to an absolute min imum. If we are to save the tires and limbs of millions of American destined to die or suffer painful or permanently crippling in juria on the highway-lf we are to check and reduce the economic waste which we can ill afford--if we are to carry out a program of safety which will hare auiw effectiveness, we eannoc oegiect motor rehide inspection, because a chain is as strong as its weakest link. Speed Control Pans! Dinconricm Discussion Lender: FMjaaiM M. Kaort, Dir* Northwestern University Traffic Institute Ic Traffic Div, (ACT. Participants: Carr. W. L Gaunt. Virginia State Police. Fuscua C. Mounts. Dir., Field Opera tions Section, Distribution Staff, General Motor* Corp. H. W. Johnson, Chief of Police, Kaunas City. Mo. Cut J. McMokaclx. Dir.. Planning It Traf fic Dir, MMiipn Sate Highway Dept. (Ftutav E. Nkax, Chief Eag. Div. of Traffic k Safety, Ohio Dept. o( Highway*. L_ A. 9ra, Vice-Pro, Petroleum Trans portation Co. CHAIRMAN KJtEML: Let's begin our dis cussion this afternoon by defining our sabjai--Speed Control. Speed b operation too for vmditions. By "conditions** we man tbe driv the car and tbe highway. "Con trol'* is u.. effective control of he speed of movement of motor vehicles through enforce ment. throngfa driver licensing, through en gineering. and through education. This will be the main theme of oar discussion this aftonaon. Captain G' ih, suppose yon son us off by rafting a tittle bit aboat few*. How do they play a pare in tbe control of speed? MR. GROTH: At the present time many satis have a print fade type of speed law. Other stata have absolute speed Tfmftv Same have an absolute limit at night, and nalimited or prima fade in the daytime, limy sates also have taw* authorizing yeed sow ing. X vbtwie it b important to point out at thb sage in tbe discussion that the speed law must be reasonable and that it must be enforceable. CHAIRMAN EREML: Tbe International .Association of Chief* of Police, b now on record as recommending that a sound speed control bw should have, fim of ad, a "rea sonable and proper" clause followed by prima fade speed limits which, of course, amount actually to rules of evidence. There also should, be provision for speed zoning, either up ordown, from those prima fade limits. That sboald be an absolute top limit de pending upon the geographic conditions pre vailing in tbe particular state. Further, there may be (dther In the top absolute limits or in the prima fade* limit* or both) some day and night differential. We think perhaps thb kind of law gives tbe greatest flexibility in operation and control. How docs that check with you. Colonel Homer? MR. HORNER: Yes. I agree with that. However, in approaching tbe quetiioo of we should consider the practical side far the mnge motorist. In my opinion, we should teti him this: "Never drive your motor vehicle at any speed that would cause yon to lose control of that vehicle should something unforeseen occur to Interfere with tbe movement." A speed limit k one of the nmt eootxo- versial subjects in tbe fidd of highway trans portation today. If you talk of a speed limit of 50 an boor to a Texan, be thinks <56 35th National Safety Congress, 1947 you're crary. 'Way back in t$ii the English bad a law that said you could drive any ing. It Is no more beneficial than the en forcement put on It: so naturally the en* speed you wished, provided you did not drive ` forcanent must be selective. The tolerances to the common danger, la ocher words, you on Booed speed limits most be uniform if could kill round f if you wanted to, but you must not drive at a speed that would turn anybody else if anything happened. there Is 10 be any semblance of proper en forcement of the pawed limits. What warants do you ose to establish speed zones, CHAIRMAN KREML: I think we are agreed we have to have a sufficiently broad law to cover all situation*, and it must allow Mr. Neal? MR. NEAL: In establishing speed zones (he established speed must be reasonable, for certain administrative latitude beyond otherwise U cannot be enforced. that. The next factor is the police. Certainly one of the Important factors In developing It is necessary to determine what the pre vailing speeds are. A study should be made of the accident record. A study should be good speed control under whatever kind of HUA* of the topography, the grades, the law we have is an effectively trained police curves, and ao on:Ja other words, an attempt agency which is operating under some sort of predetermined policy of speed control. should be through obtaining all the facts, to establish a speed which the average Again I with I could say that was very driver considers as reasonable. largely true in the country today, hot it ft not. It is true fa same places where they are doing outstandingly good work. Chief Cald well. In Lea Ab|1m. for instance, has de veloped a good speed policy for his depart* MIL. McMONAGLE: We ire doing re search work to try to establish warrants. We must first determine the warrant for the speed mm. that It, whether it is oeommy. After the speed zooe b been put in. it is molt. Memory to ret the Baits of speed in that Incnariogiy this Is true in other cities-- mm. That has to be determined mathe Detroit. Cleveland, and so on. But the fact matically. remains that In most American dtio today, UL CROTH: Have you given any as regards a policy on Speed or, for that nat thought. Harry, to speed zoning for only cer ter. any other kind of traffic Ur enforcement, iboe }tat Isn't any. The police are taught the taw and then are allowed to make their own interpretation and application. Conse quently we get widely varying atforcesaer* remits. In my own opokate as a police alar I hid the unhappy duty of attesting a gentle man for going 40 miles an hour the day after my partner bad told him that on das 30milc-mn-bour street we never arrested any body unlos they went over 40. It was my partner's policy, but it wasn't mine. The citizen was victimized by the fact that oar department did not have an operating policy in the enforcement of speed. For that mailer, we> didn't have it In nythlng dn Tin mt of thing is had government quite apart from tain hour* In the day? MIL NEAL: Yes. eoeriderstfoa has been given to it. " CHAIRMAN KREML: I would like to have farther thoughts tram the audience or (he panel on the reflect of the poifce part la the development of good speed control We have mid, tat, that the poifce have got re have a policy; second. the mas have got re be mfoed fat that policy; third, time hm re be very dose cBlkiwatioi and moperatfow with the engineers, and that k h a two way street becaam (he nagineen have re corpor ate wkh the poifce aim. assd ant give (hem too much re enforce. Wlat delsitm gat so da In the police pfcxsrr so get gaud pstri control, genUriwm? the queotan of traffic control and speed eon* MR. CHTOKS (InSm ton Wafr trol. ____ MR. GROTH: State police dspailawirfs The State of Indiana tried so pam a law at the 1947 General AwMy pntUhg fre a must also sec up some policy for speed ess* lop speed Barit. The tare Mte Pspesi* forcemeat. How much tolerance are 70a go resit appeared re be rise only agency fa dm ing to allow, and Is It going to -be 5 mibi an hour In one tecdoo of the stare and 1} miles an hour in another? State that really strongly advmread ft. The police oMccxa tbsmitires were wwimd we weeded k. It appeared re as tat ta pare If we are going to get anywhere from an preal va defeated fas ike AmcmMy pesky res engineering standpoint, through speed m vrrrr-- of tofitaas ur sfytdta. Traffic Section 67 MIL CROTH: NauiraUy, there has been some lobbying throughout (he country in 1 snout legislatures, opposing certain speed laws. Some of that perhaps has been brought about by the nuiumublans of some of. uur cabling taws, and If you will look into the picture from both ado you will see there are seasons for that sort of lobbying. A poltor officer cmasnly wants a law that a mfawjBifefe. bat today ea our books we bn* aany and may a speed Knit that is ihrehstsly wklnut rafale. For ex* tapfc so sesfos as Iwnr ou the g of a uswr. 15 mttev an hoar in same of our bream dfatrkra. read other speed limits of tat Mtaie. There k a icasuu for the forma- doe of some of that lobbying. CHAIRMAN KREML: And I would like to add tat I think the beK um to it b to follow the nmwinHufatiewt contained in Art V of (he Uniform Vehicle Code. Three, 1 think, we have in principle, at least, the best thinking in terms of the type of law re quired for speed control, and it does con tain the principles enunciated here earlier, at the bednnine of this dhensrioa. I would fake now to ask Chief Caldwell re tell ns something about what they do in Los Angela. MIL CALDWELL (Las Angeles): There is no we putting the policeman out on the read daring (be time be a not nmilril. for instance between 3 and 7 o'clock in the morn ing. We have no police 00 the streets derat ing their dm exderivcty to speed enforce ment at thorn hours. E bare been trying to exercise a little re straint in the dflcuehw of rooing. I the engineers are not giving enough coorid* credos to proper zoning in the community. Although you ant pat op a sign at every street, the motorist should have something before him at all times to guide him. Speed is generally thought of In tetms of high speed, and never in term* of (he speed at wtidb people are fulling most of the dtfaeco. In uitwi commaallies 09 pwr a( of die people ere killed at speech lower than 45 miles an hour. Courts habitually think in tenm of 60 and 70. and many times will aasomatkally send a man 10 fail when pos sibly the hazard at tarn speeds to anyone on the street is a great deal less than it is at *5 or 30 miles an hour. CHAIRMAN KREML: I would Uke to mil fcr \mt a minute (still oa this subject of "Police*') upon Captain Xdwmeda of Mil waukee, where they have had enforcement for thirty yeas. What about police impend- bility for developing adequate speed control. Captain? CAPTAIN SCHOENECKER (Milwaukee, Wisconsin): We have the 5-mile speed limit and it doesn't give us much trouble. We give them a little tolerance beyond We*ve held them down pretty weL JUDGE HENRY (Dearer, Colorado): I would like to know what the legal basis b for this question of tolerance. It to me you ought to eliminate tfllnania If yoor speed limit is more or las sdeatifimlly de termined. then stick to the speed limit and forget the question of tolerance. Bdt. CROTH: Some tolerance is neemmry bemuse of the difference* In speedometers, and the di&nsie in tins wear. This allow ance fa very necessary if we are fair in our enforcement. Our poUce officers certainly warn to atcr into your court thoroughly convinced they bare brought fas violators. There should be no question in an uffin 1 `1 mind, and that fa the purpose erf tolerance. CHAIRMAN EJLEML: Generally 3 to g miles an hour? MR. CROTH: A maximum of $ miles an hour, generally speaking. CHAIRMAN KREML: Just to allow for such factors as has hon out, phis the possibility of creeping. Particularly at high speeds--my at a distance of a quarter oOe-for a police officer to absolutely bold his distance and net <n<f up ou the violator at all. LT. BRITTON. (Lincoln. Nebraska): We hare talked a lot about seeing and speed coatroL We haven't mid anything about the weather and such condition*. As far u we arc concerned, with conditions of rain, snow and sleet, we have to forget our speed limits. CHAIRMAN KREML: Under conditions which you state it should be posriMe to pre fer a speeding charge even (bough the opera*< was under * asftwt an hear if. as a matter of fact, the operation was in violation of the basic rule, that fa. without due regard for life. limb, property, proper nsc of the JUDGE QUILL1N (Portland, Oregon): It seems to me that the answer to hfa problem fa a basic rule, giving one tbe right to drive as fast as fa prudent and safe under all of tbe conditions. 68 35th National Safety Congress, 1947 CHAIRMAN KREML: Prioa fide lasts governing speed are today in effect in moat of our sates because of their eminent rea sonableness and their flexibility. The diffi culty is that the public is highly misinformed regarding prime bide speed limits. They interpret them as absolute speed limits. It is unfortunately true that this is largely the rat*? also among the polioe all over the na tion, to some extent even in our courts. We find, particularly in some of our J. p. and magistrate courts* these prims fade limits bong enforced as absolute limits, when, as a matter of faa. they are not that at alL They are simply evidentiary rules, actually not speed limio at alL Now, the question of courts is nett. MR. GROTH: There is a definite need for the courts of, the nation to realise the seriousness of speed violations. My experi ence with many of our own courts is that they do not realize the seriousness of speed and the implications that go with it. CHAIRMAN KJtEML: The implications of speed are so great, particularly in terms of severity. Yet in many of our courts today a speeding case is regarded with about the same importance as a charge of vending fruit from a corner stand without a permit, it is an insidious thing, became speed begets speed. MR. HORNER: The joint Committee on Postwar Speed Control, concerning the ques tions of speed and accidents, in pare aid this: "High speed, combined with a mSe violation or as unsafe act by the speeding driver, another driver or a pedestrian, or with a person, vehicular or other highway defect, makes it harder to avoid an arodent and increases its severity." CHAIRMAN EREML: Mr. Strain, as a fleet operator what is your observation of court handling of speed cases? MR. STRAIN: la many instanrea (we travel in Washington, Oregoa. and Idaho), we find wide differences in uniformity of fines. Before some j. P.'s or magistrate's we are charged an enormous sum. The courts don't seem to have any Htntw* policy as to how they are going to handle raws that are similar in nature. CHAIRMANN LREML: That is a valid criticism. It is particularly true/ in dries where the traffic court alignment b located between ten or twelve difoat Judges a year, so that even in one community thoe is no continuity of policy at alL Different judges take different view of speed, depending frequently upon these- * capabilities and experience as driven. We had a very old judge id Evanston who was a very indifferent driver, to ay the kmc. and he thought anybody who went over *$ nikl an hour was a ""< His colleague on the bench was a young chap who was very dtiS- ful in operating a car, and he thonght any thing under 40 probably wasn't too aoioux There certainly ought to be some reamdilation of, viewpoint established with a policy pdrtiailarly within the same dry, county or court district in a state. MR. HORNER: In one state in the United Sates there fa a speed limit on commercial motor vehicles that is not being enforced at alL Can you imagine a driver of a big tractor semi-trailer wbo, wben he b supposed to drive 43 miles an hour, drives 60 or 70 and nothing is done about It? JUDGE DtGKIEF (Seattle, Wohingtoo): Do you think if all people exceed the speed limit in a 35-mile zone in a city they should all be fined the same? CHAIRMAN RREML; No. JUDGE DeGRCEE: Most of the jodgo here at least will agree that a person going j$ miles an hour in a ag-mile zone when there isn't any traffic at all, should not be sped the same as when be . goes 35 la a ss-mfle BJOC when there is considerable traffic and the , roads are slippery or full of snow. 1 that piint why some of the fines in the various towns or states axe differ ent. People wbo my the fines are different in different towns may not know all the Cam pertaining to that particular cue. In Seahie we have cured "fixing." Thb has been done primarily through the bshg of a citation and having three copies of it mode. One goes to the violations one to the chief of police, the defendant keeps erne, and the other goes to the const. The -y--1 and copy of the oration amt he accented for at the aid of the month. About tffiaoe or 17,000 durians are famed in Seattle each month, and the avenge of knt tickets or rickets not turned in drfng the period of twelve months has net amounted to ova four tickets a month. Sen. out of tjftnos tickas issued during the year, there are probably fifty tickets that are nnaccocnted for. Fixing on be cored if the people want to do k. JUDGE HENRY: Getting bade to nation*icy of fines, there mast be variation, m has beei pointed oat, but there fa no exenee far Traffic Section 69 tm jsdgs in the ame sex of rimimsranccs, Mi in the mme dry, giving two different Ikl la mem of the ddn thb fa eliminated by hiring ooe man try aQ the traffic cases. CHAIRMAN KREML: There fa still an other dement in effective speed control, and ihfa fa driver Beaming. Carl, would you kick off on that one? ICR. MdfONACLE: I deal think driver ttccmrr-s fas cmne up to the standard of high*-'; engineering. Today we are build ing highways far high design speeds. Bat Mr. Joe who will drive on that high way fast tested to see whether he can oper ate safely at the higher speeds. In the **- xmhmrioD the driver may be asked to drive around a dty block, probably at not mme than a$ miles an hour. They determine whether be can stop a vehicle within m cer tain Hhtatuv-, whether be can steer straight, and w on. TV will give him a license, and be may be tot* ty unfit to drive a car faster than >5 mites an hour. Maybe Ins reaction and hfa whole nerrous system isn't attuned to high speech, yet be gets a license. It to me there may be some way of exploring the possibilities of testing a man for his ability u> drive at the higher speed*. Again, how about re-examination of older driven? Wben they get older their health may fail, perhaps they are not as able to drive at t|Mwa Ugh speeds. CHAIRMAN KREML: 1 am certainly impnrnJ with those points. I am most par ticularly impressed (as I think the audience fa) about thb omission in driver lirmsc ex- lmbiuli'iu, I know when I got my Kerr m I ms driven around the city msecs f Evaamoa at a speed not to exceed sj ndo per fanr, for about twenty 1 kasv that b true of the other membra of my family who are limited drivers. Das anyone know of any place where the examination isdnds a test of driving at seme ntawkl speed, such as 45, 50 or Co On asi hoax? ML GROTH: i raised that question the other (fay with a group of our examiners who ante in far retraining, to see what their view* em that subject wcae. and they threw k right hath at me by asking me a question: Would I be foolish enough to ride with some of the flaffes they had to examine, at that ^ if iff CHAIRMAN KREML: Certainly ft seems. warn doc we think about ft. lint thb b a very serious omissioa in oar whole examin ing proems. Virtually every one of us, at some time or other, drives on rural ways where high speeds are permitted, and we do drive at those high speeds, yet we are ooc examined as to competence in that im portant area at ciL MR. GROTH: That same line of training goes right through with the age of the operator. 1 know from my own personal ex perience that l am 00c quite as adept at driving and manipulating a car as I wax a few years ago. MR. HORNER: I think it would be a very wise thing to --older people. You frequently find cases where people getting up into their 75s and 80s haven't been driv ing far quite a white, and they start to drive again. Entirely aside from that point, I think it would be a good thing if we would put into effect, nation-wide, a periodic re cmirniniHoo of the driven of automobUo and also com mercial motor vehicles. CHAIRMAN KREML: Now'we come to that very important area in (he matter of speed control, engineering, which falls really into two sub-areas or sub-sections, highways and vehicle*. I woeder. Harry, if you would talk far just a moment about the importance of highway and traffic engineering, in deal ing with thb problem of speed control? MR. NEAL: today are paying more ancmtest to design of highways, and dimmeting thorn hamnfa on sceee aider highways. We will bare many, many notes of high ways that have hazardous sections and we need speed zoning for those wrrWw It b a fundsmenial principle that any speeds es tablished. varying from the legal speed B**;" tans* be established 00 the basis of facts. As a general rule if yon * speed me with i nnmeriad speed limit ten than the rate below which 85 per cent of the driven travel In (hat zooe. it b going to be HiBwiit to enfroce limit. MR. NOTHHELFZR (Duluth. Minne sota): I would like the opinion of some of the tesn on the pud as to the value of stop signs for slowing traffic. MR. NEAL: I don't think stop signs are effective in cootrolling speed. If it is advisable or considered necessary to control the speed at an approach to an intersection, there are other methods of doing it. 70 35th National Safety' Congress, 1947 MR. MeMONAGLE: There it a new de who are not going to be handled through vice that the engineer cm and doe* uic to day for controlling speed. It U a speed signal which doca not stop the motorist at all i( he is going at his proper tale of speed. It is automatically timed so that if you are in a 35-raiie zone and you are going 15 miles aa hour, you will get the green light to go through. If you are going 5 nila an boar in a 35-mile zone you will be stopped, and must wait for the green light. That is the most effective device we hare found yet for oonCroUuig speed when it is apparent that the signs and enforcement driver education. Therefore, we can't overlook the necessity of enforcement. We still need engineering. We are going' to need public education for the folk* who aren't going to pt bock to for a driver training program. UR. HORNER: There's no dsagrcoocut between you and are at all. In my opinion training oC these teen-ager* is the most fertile Ud of endeavor. Of coonc the thfop you mmrion have to be carried on. MR. GROTH: That** my point emriy. Goloori--it wnY going to remedy runitirinm don't do iL We have used it extensively overnight. and it docs work very successfully. MR. NEAL; We use that In Ohio also. CHAIRMAN KREML: We must move on. MR. STRAIN: One of the best way* of getting safety oa the highways by tinuoos hammering on the fcOm driving What engineering contribution can be made to speed control through the engineering of the vehicle itself? MR. HORNER: 1 think we will all admit that the rehides being turned out today are good. They have perfetied brakes and the numihdurm have done a lot toward per the vehicle, idling.him that he w driving a piece qf equipment that can't by iffidf- be has to drive it. it seem* that firing has gotten to be a habit with the American peo ple, Just like sleeping and rating. When driving they will be thinking of ivujlhfog bat driving, because they do it sn frequently fecting vision. If we had really rigid rehidc inspection laws in the various states, it would do much u> reduce accidents. You would be that it is second nature. Police, sonfog. every thing rise reminds this driver that he is driving a vehicle and be should keep his wits timwJ bow hard it Is to get the people in about him and-not daydream. a state or county to agree to have vehicle injpediem. That, it seems to at, is much more important than anything ebe in con nection with the vehicle itself. CHAIRMAN KREML: Not only is motor vehicle inspection good from the standpoint of safety, hot it is good economic lor the driving community at large. Now, let's take up the matter of education. MR. NEAL: Education h oecanry. It h a long-range program, hot that docs ant mean WC should neglect it. I think we vh--111 Wan - driver training in the scfaooh, and the seen* we start it the better. We tfconid aim adopt means to keep the sdedt popshtii of the situation. There is sow m 00 the pact of the pdir. We through every pomMt pnhCdcy Certainly there needs to be not only good public information on the effect of speed, but there needs also to be highly formalised driver training which, among other things, will take cognisance of the the Importance of speed in the operation of a motor vchidc- MR. HORNER: In my opinion. In the whole question of highway traffic accidents Infocm the general pnbBc and informed as 10 the if nnoown ak m accident problem, I realise that is a problem bemuse the nrwqnpcn. da w publicise only those tbfcqp that are tionaU MR. MeMONAGLE: ShonldnY the . be informed of the speed mo we exaMwh. the most immediate and most promising and that they are based thing we can do to gel the best and mot merely the opinions of a far-reaching results Is to train these teen agers who are coating along and` who will drive cars on the highways. aa engineer? If they wadi and were told it threogh the newspapers a little more often, maybe they wtmld be MR. GROTH: I am in full accord with driver education, and I well recognize Its possibilities, but It is going to take a period of yean to accomplish the thing you hope to accomplish through driver education. In the meantime we still have millions of drivers lieve it. MR. NEAL: That is very impoctant Be fore we cstabliih speed macs we rimuld in form the public that these aooa are going to be mtabUsbed, and why. so they wiQ un derstand. Then 1 think yew wfll have a Traffic Section 7\ better chance of getting observance. MR. GROTH: The average individual does not recognize the implications of speed. A citizen in my community recently sug gested that a certain street be one-way, arid that the speed limit be raised 10 and 15 miles an hoar o that traffic would move downtown faster. The thing that individual forgot was that when you double your speed you quadruple your stopping distance. Outside of some of our larger dtics and towns, speed zoning is designed to alow drivers down before they reach the congestion point. I think we have to drive ideas home to the public. They don't --m to realize why these measures are taken. CHAIRMAN EJUtML: Thank you. geatieomL We have come to the end of our time. I would tike to summarize briefly, if I may: We recognize that speed is a very serious, tittle-understood, and highly conoorertial phase of the whole traffic problem. We be lieve It can be controlled through having a sound, effective law with reasonable latitude for administrative interpretation. We must have effective police programs in which the police are trained and follow a policy. ' Wc must have courts which will support a oon-"fixed" program, develop a serious at titude coward speeding cases, and maintain some reasonable degree of uniformity. We must recognize, in our driver licensing program, the need for testing for speed opr eration, and la our engineering work, on the highway ride, we must give every possible assistance through engineering means to speed control, as in the case of the vehicle also, in nor only availing ourselves of the safety devices built into the vehicle by the manufacturer but through government-oper ated vehicle inspection. Oa the public education side, we steed formalized education in order to develop good driven, not alone for controlling the dangers of speed. Further than that, as Captain Crocb has ably pointed out, we need real public in formation so that the public may know what can be accomplished through speed, and what its limitations and dangers are. The results of good speed control, the panel agreed, although we have not had time to develop it here, would be, fint. increased highway capacities. Second, we would have material economic savings for the individual in that it would emt him less to operate his car, and he would have to pay less taxation, for example, for highway maintenance. He would also hare to pay less Insurance because there would be fewer and lest severe accidents. We would bare a materially reduced actident frequency and a substantially reduced severity. Certainly out of all this, if we could get such effective speed control as we have outlined here today, a much greater con venience and utility in the use of the motor vehicle. THURSDAY MORNING SESSION October 9, 1947 Group Session lor Police. Traffic Court Judges and Prosecutors Fronting: JUDGE RUTJAtf D. HENDRICK, City Council, Shreveport, Cm. Traffic Enforcement Policies (Panel Dfocussion) Diieustion Leaden Wa*b Quaal, director of "Your Right to Say It/* WGN, Chicago. Participants: Mas. Ruasxzz. Ftrta. "Wonder Wife," Wil mette, HL Juoca John CtmtNwarr, Municipal Court. Chicago. Jack Dxvoc, Prosecutor, Municipal Court, Lincoln. Nebraska RaaoLD Gorr, Oklahoma Publishing Com pany, Oklahoma City. Hydc Pzacx. Insurance Editor, Chicago Journal of Commerce 72 35th Nalioml Safety Congress, 194? A. R- Fomter. Director of Twining Di vision, Northwestern University Traffic Institute, Evanston, 111. MR. QUAAL; We are going into a discus sion on traffic enforcement which will em brace several important points. The first and ramt important, I think, is the matter of the rar laws themselves. Are they modem, are he iuiiat . for t^47 driving? JUDGE GUTKNECHT: It is practically impossible to explain the traffic laws as they are today in view of the fact that we hare 48 states and about 10,000 cities, all having tome authority in connection with their own traffic laws. 1 think it is fair enough to say that in the course of the last ten years we have seen a gradual modemiation of our laws, simplify ing them, but we haven't reached that point that we want to tee--a great deal more uni fication throughout the country. t am one of those--and I think so many ot us are--that are afraid of too much centralisa tion, but 1 don't think we hare to be too much afraid ot centralisation as it applies to laws where the problems in all the loeslitJes are about the same. Thse is much more rea son for unification of traffic laws than of divorce laws, for instance, and yet there has been much more movement for unification in divorce laws than in traffic laws. Now, as to whether they are dear and sim ple, I think a judge is the last person that shoutd answer that question, because be should know what they are. At the same time, he gets *0 many arguments on the point that they are not dear, that maybe be b some what befogged himself by the time be gets through. As to whether the laws we hare in any particular time and place arc dor and simple, t think the layman should hare the right to say. We hare difficulty in many things that must be answered by science, such as driv ing while Intoxicated. We hare difficulty in many things where the law has to be indefi nite, such as what is reckless driving? - But overall, oar problem in traffic b not so much the tare oso where there b doubt as to what the law h. Our problem is areatially the common case where carelcwesi and negligence create trouble which ordinary in telligence most say leaves no legal doubt as to the interpretation of the law. But I would like to pass that question on 10 the layman, as to whether oar law* are simple, bemuse if they are not. then it b the job of the judges and the legislators to bdp simplify them. ___ JUDGE ROY DeGRIEF {Seattle, Wash ington): I think traffic laws, like alt other laws, in order to be oiforoeable in the first instance must be sensible laws and meet with public approval. If they don't meet with public approval, they, like all other laws, will not be enforced. We had experience with that with our prohibition law many years ago. It was unenforceable, so the people eventually eliminated it. That is what will happen to bad traffic laws. They will be eliminated. The taws must be sensible laws In the first instance. MRS. FIFER: 1, too. am not in favor of regimentation as such, but I do believe that re need uniformity of laws so that motorist* trareUng from one state to another, and even one dty to another, will have certain basic roles and regulations that they know should be followed. In line with that. I think what vre seed with our laws is better education of the mo* torist. In many place* the motorist does not know when be b violating. He aa rend the spend limit along the ride of the road, but so far as other laws are concerned, unlem there are signs there to tell him, he doesn't know whether or not he is violating the law. So 1 think that when we are making oar Ism uniform, we should plan to inform each and every motorist, either with hb driver* Occam or with hb water bill, or however we might do it, but inform him basically what the traffic laws are Cor hb own locality. MR. GOFF: I would like to ay that 1 doubt if ten per cent or fifteen per cent of the average driving public know* the law* of each dry, and it is a matter of ednniing these people. Z don't believe people wilfaDy violate traffic laws, became they hare to think of their own neck at well a* the other peo ple they are circulating among oa the street*. I believe the great thing b to make these laws simple so the avenge iodrridwal wiQ time to read and digoa them and learn what is right and wrong mod wtat b expected of trim. MIL QUAAL: Tbe qsatko of nbntkw has been brought up by bock Mr. Caf aod Mrs. Filer, and 1 think we ought to get ante education of tbe motorist as regard* the law, education of the traffic officer who J* Mtiny che arrest or warning a --noriffi or a pedestrian, and thirdly, edocatkm of war traffic court*. Traffic Section 73 I would like to all oa another member of our panel foe a discussion on that, Mr. Forster. MR: FORSTER: 1 can only speak from the police point of view. I think I will be sec onded by the policemen as well as tbe judges here in the room. The matter of the uni formity and the clarity and the sense of traf fic laws, as Judge Gutknecht pointed out, is extremely important with the police officer, as after all, the traffic laws are the blue print of what be does in bis whole action program. He is not interested in just enforcing laws, but in achieving safety, and if the law isn't a proper definition of safe conduct, or if the law isn't enforceable, then be can't get very far by just going through tbe mechanics and making arrests and issuing warrants or prose cuting oses. So he has a way vital interest. I do think, however, that our great con cern today should be effective enforcement of the laws we have, rather than improvement of laws. Not that there are not many defects in (cross of uniformity and che wording of laws, but if we could get good enforcement of the law* that are now on the books, I think we would go muds further than through any othor single medium. But there are in each state some glaring defects ia the laws, and I think It is a matter for analysis within each state to find out what those are. They will be different in the state of Washington, the state of Michigan, the state of New York. But the police are confronted in every sate with some handicap. In this state, for instance, pedestrian enforce ment b very much limited by the fact that these aren't many teeth in the pedestrian regulation law. In most of the states today there are not enough teeth, hot enough spe cific definition with regard to our drunken driving laws to permit enforcement of then. Many of our speed laws today are virtually mcaferccablc from a practical police and euuit point of view, and the policeman, I think, is Interested primarily in those specific improvements to make the laws more enforce able so that when be does arrest-people it a wxtag toward better traffic safety. UK. QUAAL: Mr. Forster, what do you think aaariaucs in adequate police force to enforce these traffic laws? How much training should a police officer have so that be an justifiably go out on the street and know whether a man is a reddess or careless driver r has Jmt made a slight error In his driv ing habits? MR. FORSTER: Tbe only thing we can say positively today is that we have a woefully inadequate force, particularly in our state highway patrols. They can't begin to create enough of a deterrent. In the dty departments, the International Police Chiefs Association said that on traffic we need about four men for ten thousand population, which works out to about a fourth of the police department, in a special traffic division. There aren't any formulas for the state organiza tions In ratal highway areas, but we do know with most of them having anywhere from 50 to two or three hundred men, they just ant begin, they are just impotent forces. On training, we generally feel that every police officer ought to have at least fifty hours in training in traffic control, so that he un derstands the laws thoroughly and is ground ed in acadent prevention and traffic control principles, so chat when he goes out be knows the policies of the department, understands the psychology of dealing with the violator, and b thoroughly imbued from tbe stand point of both efficiency and courtesy in how to do hk Job. JUDGE GUTKNECHT: Mr. Chairman, 1 would like to ask Mr. Forster this question. How practical and to what extent is it bc> ing done throughout the country, or is it even practical, to have all officers check traf fic violations, even though they are not on traffic duty. MR. FORSTER: We think it is very essen tial. Judge Gutknecht, that every policeman perform traffic duty. When we say that about a fourth of tbe police department should be in a traffic division.- should be what we call traffic officers, we do not mean that tbe whole traffic burden should fill on those men any more than we mean they should only perform traffic duty. We look on them as a sparhead for the whole department's traffic pro gram, a flexible unit that an be moved around to do a selective enforcement job, that can do the specialtied job of accident investigation which takes special training and equipment, do tbe job of downtown traffic regulation, and so on- But a police department in a community cannot get rally adequate traffic law enforcement unless the entire uniformed force ot that department does participate In tbe performance of the job. They all ought to be trained and in so Car as their other demands permit, we all ot then ought to be doing that job in 35th National Safety Congresx, 1947 order to crate an adequate sera* of super vision oa the jtreet. JUDGE GUTENECHT: Are any of tbe targe dries rally doing a job from that angle? MR. FORSTER: Not aa much as we would like to sec. It is growing, however. More and more departments are giving more traffic whining, and tbe consdousnes* of tbe fact that fmfRr isn't just a traffic division's job is growing. Milwaukee. I think, is ooe of the dties that made ocdlcnt wide* in that direction. They do have a measure of spe cialisation. they do have men who are traffic men, but they have their entire force imbued with the idea that every man has co do some traffic duty. Seattle, Washington, Detroit, and many other dties are moving in that direction. MR. QUAAJL: f would like Co bring out the dtiren's point of view in regard to police officers and the way dtizens of our nation arc handled by the police. I am going to all on Mr. Face Co com ment on that matter. MR. PERCE: Years ago, when they were having kind of a campaign period, the of ficers stopped you In the middle of the night, climbed into your car. and very brutally said, "Go on over to the station." Now, at least in Evanston, where I made a few inquiries be fore coming down here, the matter has mote or la been defeated by strict instructions as to what the- officer should say at the time of the arrest. This apparently was brought about bv motorists coming in and desoibing the abusive language which the officer was al leged to have used, and it caused considerable trouble until they found out that having a pat speech--"Good morning, sir. You are traveling 38 miles an hour in a 15 mile an hour rone.** more or less solved the problem. speeding signs in town are dor, the --p signs are dear, and yet ytm get * w*abw mnwb^r of violations both in the umntry and in tbe small towns. I think, tkodwe. 7m have to have very, very awmaet peScemee and very, very strict eaforeemoBt of the hw, to make any kind of a deaf. MR. QUAAL: I got late a tiiraiit-- jmer< day at another one of these peads as itffidi speed traps. A lot of dries evideady think speed craps are here to soy and stoM be They fed they-serve a purpum. MR. DEVOE: Every rime you start a **ed trap, and a motorist gets charged, be is pw ing to cell all over tbe eoimamiiiy tine they are just lying in tbe weeds for yea. waiting hack there, and be is going to get a bitter attitude toward enforcement. Wtat is going to happmi when he comes into your court? He is going to be bitter, because he feds as tbough-be hasn't committed any crime, and that's one thing that we should do- get away from the idea that it bas been a crime to violate a traffic law. Perhaps we ought to call it a civil action to leuavg a penalty. No man li'fcy to come into traffic court and plead guilty bemuse be'haa been made to fed that he has committed a crime. You judges and you policemen are trying to educate tbe people, but you want them to obey the law. One of the faxes* things you can do is to crate a good impienirn on chat pcnoQ so vden he returns to his home *or his dab, be an tell that he was treated fairly and squarely and be knew what he was charged with. 1 have seen judges my. "You have been charged with careless driving. Guilty or not guilty?" He pleads guilty and he b fined. In many instance* be doesn't even know what be baa done. That b not going to educate the public as far as tbe taws are concerned. He should be made to t think most motorists build up a psycho realize what be has dooc, 10 that wben be is logical resentment against getting stopped talking about it u> his friends, he aa tcS and getting a ticket, and I think there are a them in what way he violated that law. lot of motorists--I disagree with Mrs. Tlfer-- If yon are going to create good yrill in jam who are wilful violators. 1 think wilful viola courts, if yoq policemen are going to cream tion of speeding laws and of stop lights is much higher th*n you think, and those peo ple must be handled very carefully; bcausc good will, you ant do it by seeing speed traps, by unfair treatment ia court or. any thing else, fry--'w it is going to break down they will bring bade this resentment straight the theory of educating the pabrie to hefp to the chief of police and it might ause some you. You are asking the public to help yon trouble. enforce the traffic laws. You oat do it by In tbe of speeding, 1 think tbe mo torist is largely to blame almost anywhere in the country, because road signs are pretty, dear. Tbe highway speed signs are dear, the arousing resentment. So I aa definitely against speed traps. JUDGE GUTKNECHT: 1 would like to ask a question in that connection. It rally Traffic Section 75 goes 10 a definition of what a nap would be. If we have a situation with certain stop signs, wi if a policeman is detailed to see there is better observance, and be tako a position around the corncrffit a building to watch for motorola that dou*c stop, and then gets out and arrests them, would you call chat a uap? MR. DEVOE: Yes. 1 think that cm 7 man that saw that policeman standing behind a building would tell five men os his way to the office or in tbe elevator that be saw a cop sitting behind a building trying to catch JUDGE GUTKNECHT: That raises this proportion. Tbe stop light is these to be observed by the motorist whoi nobody is watching him- If tbe only way you can get people to observe the stop light is to put a policeman near that stop light, what service is the Uop light doing? I think there are two sides ocx that. Of course, I distinguish that hem the ordinary speed trap. JUDGE DaCRCEF: I think the public aw cepdou of a speed trap is much as Mr. Devoe aid, the officer hMfaf behind a bunch of boshs or a la our ordinance the speed trap defined as tbe tuning of a mo torist over a certain space without following him. and under our ordinance that is pro hibited. The average American believes la fair play, rod likes to be treated Eaiity by the offices who are given the doty to enfoce the laws, rod of course, tbe uffin-i i. in mm, like to be crated civilly by tbe arisen when be is arrested. MRS. FIFER: In my opinion, rather than have a policeman jump at you from Milmt the bosh and catch ooe or two violators oar of ten, it seems to me a would be far better (or the policeman to be actually patrolling tbe district. On our Outer Drive, for la Chicago, I would "- the violariocs there are much fewer thaw la other parts of the dty where people don't know tbe streets ire patrolled. We know tbf our Drive Is patrolled, we know that if people violate the Uw there is usually a squad of policemen cruudng along that who are going to get them. You arc not permitted to make U turns, and people just don't make U turns. They are supposed to say In a certain lane, rod when a motorist doesn't say. in his own hoe you will see tbe squad car pern you and jo right after him and nab him. It seems to me it would be better to pre vent the violation, rather n*itf arrests after a violation. 1 realize that all of our traffic fores are undermanned, and it a lot more policemen thro we do have, but I think that is something we should work to ward. Recently we were driving bade from Mil waukee. The line of traffic oa th big boule vard highway slowed down practically u> a standstill A friend is the or said. "I know why they are going slowly. Thrac's a state police car up there in front," We were going along probably about twenty pdU* an hour, and nobody would pass that squad car. Final ly. the policeman put his window down motkmed for the cars to come around fr--- Tbat shows the psychological effect of know ing that roads are patrolled. ,nA I think ft would be far better to work toward that end than to wony about making anon after violations, after accidents had happened. That doesn't rave anybody's life. UR. R. L_ HOLCOMB (Sate University of Iowa): This speed trap problem. S believe, tt simply a question of proper public rela tion*. la tbe first place, the name is wrong, ft isn't a trap if it Is properly inmiM. In Kansas City they time can with a watch. The system is extremely effective ia enforc ing the law, and it is exceptionally well ac cepted by the public. They mark Hoes on the street a certain durance apart, the officers go back off tbe intersection < time an across those Una. The purpose of those lines has been so well publicized in " City and so continuously publicized, that every one knows what the lino are for. A similar program has been inaugurated in Waterloo, Iowa. We started that program on an intersection where there was a tot of difficulty with school children crossing at a high speed (oration. But before we started any enforcement at all, we had a fall column story in the Sunday paper, with a picture of that location, a picture of the lines, tbe chief of police, and the principal of tbe school, and wc told the people exactly what we were doing. Wheo we locate other points where we will put up speed checks, at points sudx as school crossings high accident experience, and where we an justify every one of those controls, we believe that the carryover effect will be effective. As to patrolling, there just aren't enough police to patrol. If you have ever been In a 76 35th National Safety Congress, 1947 police car going down the street, bow many can do you see speeding? The speeders don't go by tbe police car. II you are meeting a speeder, you can't turn in the street, make a hazardous movement to catch chat speeder. It would be fine it we would some time have a situation where there were enough police officers so that when somebody did go by violating the law there would be a polloe car in bade of him immediately. That would be ideal. But we are not playing a game with these people. We don't want to see if wc can run around tbe streets and perhaps catch someone who is looking for us and waiting for us and watching for us. We are in a very serious business here. We should be fair and reasonable and follow the law. but we shouldn't make a sport of it to see if we can spot the policeman before be spots us. 1 are enforced and obeyed by the driving ! public. JUDGE FRANK. LITTON (Charleston. W. Va.): Along the line of whether or not the presence of an oCcs deters in any manner violations of tnfic regulations, don't you think tint if. for instance, a boulevard is patrolled and the ptetnee of the officer on that boulevard prevents ddzens from breech ing the law, that that is perhaps more effec tive than if a man bid around tbe comer and pulled in fifteen or twenty people a day, when in realty tbe mere presence of the of ficer alooc might have prevented some two hundred or four handled people from baving breeched that law? \ i 1 ! 1 think that the presence of the officers on i tbe street, certainly those that are used as : speedways, is by Cu a greater deterrent than don't think that is Decenary. 1 am certain that a speed control program will be effec tive if it is properly publicized and fairly presented. JUDGE GUTKNECHT: I want to inter rupt on one ocher point. Of course. I am not talking aboot speed, which U a little dif ferent, but the stop light picture. A few years ago. being quite interested In a neighbor hood up north where there had been a num ber of aeddents. 1 got one of my friends on the police force to come with me. Two room ings before I went down to work, be and 1 stayed there. No arrests were made. We woe out of sight. I walked around, but of course, mere arrest oo some ottaaoos. MIL* FORSTER: I certainly agree with Mrs. Filer and judge Luton that the most decisive way to restrain traffic violator* is to keep them under supervision, and if the public will give us niagh police so that we can keep those potential violators under al- | most cmUM HpcrviMo. then we can drop i our punitive practice to nothing in a short 1 period of rinse. But we haven't those, and 1 question \ whether it would be economically justifiable from the taxpayer's point of view to provide i that number of aupervisotx. It begins to more toward a policeman is every or. they wouldn't know me. lie was in uniform, I think the awe of this word "trap** bn so he hid. We counted, during the hours, been unfortunate and that a lot of public something like ix$ failures each, morning to tnisondertfanding and criticism of police prac observe that stop sign. Then the next two mornings, he got the squad care and we parked there in full view. He stayed there In his uniform .and there wasn't a violation. I am just throwing that out to the audi ence: Some of you say that's a trap, I assume. To what extent would you follow that policy of letting the man hide or stay out of view to make an arrest in that spot? MR- QUAAL; I don't know whether you would call it a trap or ooc. How many of you folks in tbe audience would all chat a trap? How many of you feel it isnot a trap? (The majority voted that was' not a trap.) tice has come from a confusion of technique-- I call it hiding, trap, what you will--a confusion j between that technique and improper cn- I forcemeat, bemuse in the early (fop of law j enforcement, tbe old dap of the shakedown, collusion of some sort between a policeman and a justice, that method of ""hk or dis honest enforcement involved the officer's be ing hidden, and people ooe to asrotiate un fair or arbitrary enforcement with his being hidden. Today that picture is pretty much changed You don't fad tbe shakedown officer any mote: Yon don't find much of that collusios between a rural justice and a small town coostable. If today tbe traffic officer U hotsea t think are can sum op this discussion a* and impartial and is enforcing the law in ms two-fold: one. undemanding of the law; and fotdiigent manner, we shouldn't ay that two, presence of the law to see that the laws because be happens to be out of sight of that Traffic Section 77 violator, tie ts unfair or dishonest. The critical thing is not where be witnesses the violation, but the bane cm which be takes his action. Until we get this great number of police officers, 1 think we must rely on Clearing a violation deterrent through this general sense of supervision. When I drive home from this meeting today, if 2 am todined to violate for some personal season, 1 will be restrained only because of tbe thought that I might be ap prehended. Now, if I know that X am not goiog to be apprehended as ioog as I ace oo policonan in sight. 1 think we are giving a little too modi of a break to wSUttl violator and forgetting about giving a break to that great majority of people whom he threaten. Certainly tbe uffiuir should not always hide. Certainly be shouldn't go to such extremes as undue camouflage of himself and bis n- chibe: Certainly be shouldn't use that method exclusively, bemuse you can't do an allaround good enforcement job if his only technique is to play certain hot spots and try to find easy technical violations of some sign. But be has to combine some of that semi-concealed supervision with Us open patrolling if we are going to create a real viofotioa deterrent. 1 repot, if be is honest and if be isn't making a toe of twhisiivt arrests, that is go ing to be preventive. I think it is wrong to y that it is not preventive to arrest people: but it is more preventive to be out there to Mipoviic them. The whole basis of any kind of law enforcement is creating a violation deterrent through the fear of apprehension and punishment on the part of the wilful violator, whether be he an arsonist, murderer or traffic violator. If wc can create a general deterrent through the knowledge that there is lopcnUoB and that mtarcemeot may re sult. that Is preventive just as much as his presence on tbe road. MIL QUAAL: I think we all should see our badges chiefs for more money for tbe police force. MR. HOWARD HOYT (Chief of Police. Kalamazoo. Michigan); I would like to argue agains rim suggestion made that policemen confine their work to patrolling. Of course, the primary puspom for having traffic men on the street is t* pieson accidents. I wax in command of a motorcycle squad of about thirteen or fectwn men hade about thir teen yearn ago. We talked this over and found that w* were avuaging about six arrests apiece for an eight hour day, driving fifty or sixty miles a day. We decided that we would still carry our traffic tickets with us, of course, but instead of fifty miles a day, we would all agree to put in at least 150 miles oa our cycles a day. Our injury accidents avetaged between thirty and forty per month. The next month they were 47. The following month they hit the sixties, and we called a halt and went back to our fifty or sixty miles per day with tbe avenge number of arrests we bad bees making. We brought the acci dent curve back down within six weeks Into the thirties vfam it befogged. Police officers don't enjoy making arrests, in spile erf the fact that some of the public think they do. They would much prefer this cruising method if they could get by with that, because they are not encouraging any ill wilL It is quite a bit more pleasant for them. They are not taking the abuse from tbe violatar every few minutes, but they are charged with reducing accidents and the only effectual way of reducing accidents we have found is by enforcement. You can't put enough officers oo tbe street to prevent these violations. JUDGE DcGREDF: I would like to know what tbe panel thinks, or the people in the audience, of the offices*' disguising their cat and being out of uniform at the time they arrest speeders. What is the reaction of tbe group here in regard to that? The reason for that is that our chief in Seattle has just inaugurated a program where be has designated three offices* to travel about the city in civilian clothes, without Insignia 00 the car, and 1 just wondered what tbe pood's reaction was. to that kind of mforcemcni. and the group's reaction to it. MR- GOFF: I think it would be a very bad policy lodged. 1 won't say you are not fir ing tbe driver a break--because he doesn't need a break if be is going to be a violator, but tbe idea of going around in that man ner is much worse than speed traps, to my mind. ____ MR- FORSTER: X know what the Seattle chiefs policy Is, and what his Intention Is in that case, I believe. He is not advocating a vwing-over to entire supervision by unmarked can. He is designating only three cars out of a very substantial police Beet doing that work. A highly specialized unit may be Justified to deal not with the general driving public, but with an extreme minority for whom some 78 35th National Safety Congress, 1947 cxirtsae measures are necessary. To make all (be cars plain and unmarked would lose tbe deterrent effect of the sense of ropervideo, and we would swing too far toward reliance un the apprehension of violators. On the other hand, we have in almost every city a certain extremely wilful and reckless minority of rear new mirror driven who will not be controlled by anything but that sane of (ear of apprehension and punishment, and if tbe men in those plain an are limited, and U they understand dearly that their fuaetioa U not to go out and make a lot of technical easy arrests by virtue of their inconspicuousness, but that their mission is to work highly selectively on certain kinds of driven and certain areas of driver*. I don't know why hc should not have more public support for a limited application of that. It seems to me ibat w* und to veer more and more toward consideration for tbe violator and lew and las toward consideration for tbe victim. MR. PERCE: As a member of the public, t would protest limply on tbe tendency of a growth toward secret police. MRS. FIFES.: I would suggest that it could be a very dangerous thing with a plain dotbes man on a highway, tn a case in Ohio, a taxi driver in a m town was sitting outside the town getting cars from out of the dry. He knew the license number of certain sec tions of tbe state, and he would take them back into tfr little town and tell than he was a plain clothes offierr in a plain car. and Anally one man was apprehended who was smart enough to know that in Ohio all officers are required to wear a uniform, and this man finally was aught. 1 don't think anybody is going to get into my car and drive me a hundred miles and throw me out. but I do think U can be dan gerous bom that standpoint, also. We deserve to have that much consideration, to know it definitely is an officer and not someone who <s posing as an officer. MR. W. J. ANDRESEN (Dubuque Police Department): t think there is a general tendency on the part of the public to overlook the fact that these drivers are all law viola tors. There is a lot of calk about the general public being educated as to the laws. 1 don't think there is too much need of that. We all. know that driving on the wrong.side of the street is wrong, that going through a stop sign or stop light b wrong, and exceeding the maximum speed limit as qtabliihcrl is wrong. 1 don't tbe public needs educa tion on that. t don't know whether this type of law en forcement should be any different than any other type. If, for example, in the criminal end. there b a -wrtaiw territory that is infested with burglar*, people are breaking into busi ness bouses or waRbouscs, the public doesn't object when tbe police department puts men down these in plain clothes and disguise and everything else. 1 don't see why there should be any more objection in this regard. We all know that these violations are musing acci dent*. 1 that tbe police are justified in taking any means to apprehend these viola tors to icdwe the accident*, the same as they ate in any other type of criminal enforcement. Tfoti the (king that I think the people are forpxtsng, who they arc exceeding the speed limit arisen they are driving on the wrong side oC tbe street or going through a stop sign, they are violating the law. JUDGE OTIS R. HESS (Cincinnati): 1 would like to take issue with the gentlemen who ipota We will have the same deaths, injuries, and accidents, unless and until we are able to change the attitude of the public toward the use of the automobile and the use of the rules of tbe road by tbe pedestrian as well as tbe driver. We should see what you judges and pros ecutors can do to drive into tbe minds of tbe public that it is jost as morally wrong to violate a traffic ordinance and kill some body with an automobile as it is morally wrong to shoot him with a gun. In the ooc `ntre*vw the jury will walk in. send him to the penitentiary, and throw the keys away: and in the other instance they will come in and apologue (or having annoyed him a little bit. MRS. FIFER; I think it all sounds very wonderful, and f think are as motorists would be extremely happy if you people would ar rest violators. We don't like to drive on streets where we think somebody is going to come out of a side street and knock ns over and maybe'kill our children. We would like to know that when a traffic officer gives a mo torist a ticket, that traffic officer is going to see that tbe motorist ha* to pay for it. We don't like to know that maybe be will get a ticket, but be know* somebody, and maybe he will pay five dollars, maybe tea- dollar*, maybe he will pay a hundred dollars bail and forget it, and that's tbe end of it--there Traffic Section 79 isn't even a record on his driver's license as pare of the public who will only obey the to what he has done, 2nd be goes oh driving law if they think they may be witched? st that high speed, or be get* a sew or and drives a hundred miles an hour. We don't JUDGE E_ a FISHER (Lincoln. Nebraska): l would like to add to Judge Gutknccht's like it any better than the traffic police, general summary that tbe police should tell sad Z think that is where we should have the public what they are trying to do, and cooperation of the traffic officers and the bow they are trying to do it. courts, to see that people who are given tickets JUDGE GUTKNECHT: I accept that for traffic violations have to pay tbe penalty. amendment to tbe motion. JUDGE GUTKNECHT: Let me ask Mi*. MR. QUAAL: Thfr question is on the Average Driver, this. If you failed to scop at Root: How many of you believe that there a stop sign, and then a policeman sneaked should be a certain amount of arefully su around from behind the corner of the build pervised biddas police enforcement, in an ing and arrested yon, would you feel ag dloct to cut down accidents? WQl you raise grieved?_____ )oar funds? MRS. ILfUb I certainly would not. t on read the English language, and when I see a That certainly b tbe majority of these proem. stop sign I atop. Now I think vre iboold get into traffic MRS- H. C. ANDERSON (Greater Minne coort*. First of all. ladies and gentlemen, apolis gaiety Coaadl): All violator* do not want to be pot in the same category. We are trying,ooenay tags in Minneapolis. One tao wbat do yew think we must do to overhaul our courts? Judge Gatknecht. would you say a faw wosds on oar present day traffic courts? torot said, "I received a courtesy tag. and I JUDGE GUTKNECHT: I think tbe best am certainly going to be a better driver for having received it." MR. DEVOE: The only value 1 can am in thing we could do if we had time b to take you cm a tour of our branch criminal courts is Oikago. They are the filthiest, most dis a courtesy tag is if your traffic bureau has a gusting. mom dilapidated buildings and places record bursa. It would man nothing un to* there was a record bureau to find out whether it did any good. Personally, 1 would you hare ever men. bThen there another thing Z want to em phasize here, tint thb problem first bits the he against it completely. I think the first taxpayer.. How are we going to get tbe City thing yea are going to run into Is favoritism. Council to see tbe need for this traffic picture John Doe sriO get courtesy ticket. Maybe he was going to tbe hospital. He will (dl bis friends about it. The next time that friend gas ought far speeding, he is going to get read. He bad an urgent errand to do, even if k wasn't a hospital. LIEUTENANT R. Z. BRITTON (Lincoln. Neb): 1 disagree with what the gentleman aid afoot traffic violator* being criminals, being niiadfbjLil as bad dtbos. I would bate to bare my ilnn get that idea sad enforce the law under those drcomstanco. consider ing cadi violator a criminal. Ft h mainly that he doesn't-realize that driving b a privilege, and not a right. I think tbe leghhisres in our states on do a lot. If be b a dilm that b prone to traffic viola tions, remove his driver's license. I still don't consider Mm a criminal. as apfcrat certain other problems they have? MR. QUAAL: Earlier in tbe course of our dbcumon Mr*. Filer nratiooed tbe fact that a good many police offices hrome rather disgusted in their jobs because of cbe uncer tainty of punishment of those they arrest. 1 wonder if tbere-b anyone in the audience who would care to on what has been done to alleviate polftfo within the - court room? JUDGE Z. R. SLOAN (Topeka. Lamas): There needs to be better understanding be tween tbe court and tbe policemen. Police men would get along a lot better, in their jobs if they understood that tbe arrests they make are not personal natters, that they are acting as public officials, and that when they arrest a person and ctiuge him with an of fense; they have completed their function. JUDGE GUTKNECHT: Is arefully super Of course, they come to court and testify. vised hidden enforcement (those words may Rut what happens to tbe individual? The be very unfortunate, but you know what I mean by hidden enforcement) justified be came of whatever effect it may have on that punishment that b meted to him. in my judgment, is not within tbe scope of the policeman* fdncxfoii. ao 35th National Safety Congress, 1947 Many timet the officer goes out and arrests someone, and then be becomes personally interested Is faOowfeif that case through. He determines is hit own mind what the punish* neal should be. and if it it k than that, he (koubs mad. Os the other band, 1 have bad officers cotne to me and ask me to go easy on someone that they have arrested. If we couk! just get aaom to the officers the idea < the only function they have is to an arrest and be prepared to come co court and testify aa to what happened, and then forget it, it might improve the situation. What happens to the defendant is not their responsibility. MR. DEVOE: We try to educate the public through letting them know what they are charged with. When a poson cornea into court, it is explained just exactly what the violation ts that be hat committed, whether it is careless driving or whatever it is. If it is fareli-- driving the acts of negligence are told to hiTM after be pleads gudty or not guilty. The courts can do just as much as the police officer to see that that man gets a fair and imp^i trial if be doesn't think be is guilty. The prosecutor explains to the viola tor that be is ether to plod guilty or not guilty, and then the violator says, MX am gudty. but--" and then says why be shouldn't be fined. The prosecutor an speak up, with out the judge's doing it. and explain that the judge is sitting in an impartial capacity and knows nothing about the cue. and my: "Wouldn't it be better to listen to your evi dence and to the police evidence?" That man wdl walk out of the court room with a lot better taste In his mouth than if he tells the judge why he shouldn't be fined and the judge fines him. If a man pleads not guilty in oar court, a date is set for his trial, convenient, if passible, for him. becaase after aft. be is a working man and be has a family. We don't pat him under bond or to the Inconvenience of post ing bail."He appears on that day and has his trial, and if be is found not gu3ry, he hasn't been put to the Inconvenience of post ing bond, bail or anything else. I would just like to ask you this question. When a man posts bail and later is found not guilty, doesn't be resent that'a little bit? JUDGE FRANK R MOSS (Salt Lake City): I think the answer to that is definitely no. If a man has pasted ball and has bis trial and be la found not guilty, and they hand him that money back, that signalizes his vin dication. He feds wonderful, lx bas that money in his t'"|b and he walks out thinking. "They found me not guilty and here's my money." In fact, I hlnk it's a good public relations idea to have the posting of bail beforehand. We have bail posted in poetically every case. In nearly cveiy instance vse couple a sentence in traffic court with an admonition co go to traffic school, and if be goes to traffic school be is given a certain refund on the fine that is paid--aod that cooks back to that public relations idea again. JUDGE DeCREIT: We have practically the same thing as they do In Sab Lake. If a per son posts ha and doaa*[ wane to ippor In court, he has been inamvemcnced by the pasting of that boil, and that makes him a little bit traffic coesdoos. MR. DEVOE: What do you do if be for feits it? Are you doing any good for traffic education if he doont come up? JUDGE DcGREIF: If it's a mall amount over the speed limit, my forty miles an hour in a thirty mile an hour aooe, he may post fifteen dollars, and if he doesn't wish to come into court, be may forfeit that fifteen doQan. After the second one be is not allowed to forfeit; he must come in and stand trial. But for the first ooe be is permitted to forfeit that haft. Of course, we aft know nowadays that If a person has co pay ten or fifteen dollar* for going five miles over the speed limit, that is some deterrent. If I have to put up fifteen dollars for going five or ten miles over the speed Unit. I am going to watch my speed from then on. I think that is as educational as having to go to traffic schooL We also have a pedestrian schooL We re quire the pedestrian to pot up five doQars bail, and if be wishes, when he coma into the Traffic Violation Bureau be crib the dak. "I wish to go to traffic schooL** If he comes u> traffic school and brings his dtatSoa, he is r*t.uwd from paying this five dollars. If be doesn't wish to come to traffic schooL of course, be ao come into court or forfeit the five dollars. I think the payment of five dollars every time for Jay-walking is also deterrent, and an Inducement to go to the intersection and arm where yoa are supposed to and wait for the green light. Traffic Section 81 JUDGE SLOAN: We make it a practice to require bail, usually double the amount of the fine. That has the effect of bringing all violators to court, because they know that even though they appear and plead guilty, they are going to get some money back. I have other cases to dispose of, but I always take the traffic docket first. By the time they have sat there for an hour or so and heard the traffic cases, they realize more fully the im portance of obedience to the traffic regula tions. I think that it sexva a very good pur pose, in so for as pomible, to force every violator to come to court. that is, every mov ing viobzor. MR PERCE: Oa the lasftrr of hearing trials. I would like to ask Judge Gutknecht whether this radio broadcasting of trials was effective. ___ ______ JUDGE GUTKNECHT: I appreciate there b quite a division between the American Bar aad what we did here In Chicago. I man, the Aaakifi Bar is against the radio, and the Chic*go Bar followed wit, so they bare had offidal to say in connec tion with the court. When we pot the radio in (in 1934), within two years our death rate was down about 47 per oak We bad a particularly bad problem in Chicago because gg per cent of our tickets, or a little over that, were either ignored or fcwt We had to hare the radio in Chicago. The first mooth I went into that court without the radio, X couldn't do a thing. 1 had no support. Overnight the radio gave us support, Tbt pndoct captains that were thumbing their noses at you were coming around. If they met yoa oa the street, to introduce their wives. You coaid enforce, yoa could bare honest enforcement, because you could make the public get back of you. JUDGE FISHER I want to go back to the subject of baft, t know that every judge b faced with different problems, different hered ity. different tradiou, different lasts mod or dinances. It happens that in Lincoln we don't require bond oa any ordinary violation. We do require it on a drunken or reckless driv ing tbugs, We bare studied that out on this barb. What b the puzpoae of bail? They ted me that in these places where they hare bood Forfeitures, in a large percentage of the cases chat b the fine. The violator doemt want to appear, so be pays It. usually to a police man at some desk sergeant* desk- He hamt beat in court, and I tare never been able to see how he gets any education out of that, any idea of the purpose of law enforcement, except to avoid paying a fine. The whole purpose of holding court is to try to impress these people with the purpose of law enforcement, which the President's CemletBae says b to encourage voluntary compliance. The only legitimate purpose of haft Is to insure iint man's appearance for trial. If you can get it without that, it b far more effective. JUDGE EARLE W. FROST (Kansas City, Minouri): You aiked a lew minutes ago, Mr. Chairman, what had been dooe to Uaptore traffic courts. A great many of us are familiar with the amaring program that has been de veloped within the past ten years. It has been eren more recent than ten years ago, for then we did not eren hare in this Safety Gountil a ooamxinec of traffic judges. That has fol lowed the program of the improvement of justice in courts back about 1939 by the American Bar Association, starting with the so-catted higher courts and finally, be cause we developed the impetus and support during those years, coining down to the courts in which mast people appear, the traffic courts. Bade In 1939 and *40, the National Com mittee on Traffic Law enforcement worked on m problem, and then we developed the program of tire traffic court conferences, which, by the way, was originated in the Committee 00 Traffic Courts and Prosecutors in the National Safety CounriL That first conference was held in 1941, * since then over sy> traffic coart conferences have been held In 44 states and the District of Columbia, Tt b amazing the way tbe program de veloped and support was received from vari ous organizations. Tbe Junior Bar Confer ence of the American Bar Association took as its main objective this program in 1943. From the Junior Bar Conference a program went into the senior section of the American Bar Aaodatlon, Into the Section of Judicial Administration and into the Section of Crim inal Law. I can my to you at this last American Bar Association meeting in Cleve land. noc two weeks ago. the main empharis was on improvement In traffic courts, in both the Section of Jodldal Administration and the Section on Criminal Law. and eren the coelu tions that went into tbe House of Delegate* were concerned with the improvement of traffic courts. 82 35th National Softly Congress, 1947 So in spite of the shortcomings of our courts at the presat time* we do have progress, definite cad substantial progress that has been made within the last tea yean, and I think maybe that has aontribated to offset that prediction that was made by Carl Rutland in the early yean of the war. that nntem we do improve traffic safety and improve our traffic courts, we would come up the year following the war with fifty thousand traffic fatalities. Well, we didnt have fifty thousand, and I think that that saving of over ten thousand lives in that first year was a result of improvement not only is enforcement and engineering, but in the traffic courts. THURSDAY MORNING SESSION October 9* 1947 Group Session for Traffic Engineers Presiding: MATTHEW J. SiCUKT, Dtraasr. Safety and Traffic Engineering Dqn, Chicago Motor Club. Street Lighting and Safvty By T. J. SEBTJHN City Traffic Engineer, Earieae City, Mlimnrrrf Early in 1999 Kansas C3ry took steps to meet the night acddcst problem. At that time we were in the midst of a tremendous campaign to reduce tnfle injuria and fatal ities and oar acddait records indicated we were doing a good job with the exception of the periods of darkaem. This was especially true on (he major arteries of travel on which speeds of 35 miles per boor were penaltied; the balance of the city being under a blanket *5 miles per hour speed limit. Consequently, after considerable study we adopted a reduced speed limit for nighttime on major streets, allowing a mtnnn .of >5 mites per hoar on these streets during (be hours of darkness. I believe Kansas City was the fir* city to adopt a speed differen tial 10 sect the nighetime accident problem. Ax that time we recognized that this did not have the inherent permanency of im proved lighting, the regulations depending omtirefy upon the ability of the Police De portmerit to maintain nrrjwiry manpower and carry on a continuous and effective en[orcement program. Other dties had taken eps toward meeting the high nighttime accident experience by improved street light ing. and although we recognized that re duced speed was not a complete substitute for improved visibility, we were gratified with the results obtained at the time. Kan sas City went on to be named Grand Award winner in 1&9 is the National Traffic Safe- ty Contest, much of which we believe was due to the reduced nighttime speed limb. However, during the war oar Police De partment ms well as all others over the coun try. was drastically depleted with men in service and the oxaisteney of our enforce ment program suffered. As a retail, oar acci dents and injuries increased steadily foe sev eral year*. We stiQ recognised the weed of improved street lighting and in January. 1943. by executive aria of the director of public works, the Traffic engineering Divi sion asumed the responsibility for the street lighting program. This action was taken as one of the steps la the pmtwar planning work of the city and m later eonfiemed by action of the City Council is which street lighting was officially sAW e Am ihtla of the traffic engineer. Our dty* with a population of 430ms pm tons, is the principal one h a m muinlfim area of almost three-fourths of a uUHsb. The Street lighting system fat asoj and oper ated by the Kiasm City Power and Light Company on a contract basis which protrio for the city to designate style of WerfmI. lamp size. location, mounting height axad similar specifications, the tats befog estab lished for each sim light under each of the above- installation condition. The city Ism a street system of approximately 790 miles, inducting all teafctaitial streets and boule vards. and all the lighting in the dty with Traffic Section 83 the exception of one section of almost a mile Is composed of old style equipment using many radial wave lights and almost too mites of so-called "bright way" lighting that was installed t$ yeaxs ago. Obviously the dty presented a fertile field for a street lighting modernization program. It was the feeling of the dty authorities that some adjustment should be made la the lighting tales and consequently the task of planning a modernization program con nate! of two major phases. One of these was the actual planning of a system of lighting which would meet nodes standards and which we anridpated would help reduce night traffic accident* without speed reduc tion and at the same time provide greater protection amt convenience for pedestrians, itimnhtc retail trade, aid the police in com batting various forms of crime, and generally add to oar civic pride and municipal adver tising. Ax the same time it was Decenary to re negotiate the ltg*,rf"g cmna in order to aaake it ecDoomimOy possible to adopt a modem lighting system after it was planned. This phase of our work wQ2 not be diicimrrt in detail bat I believe it a only fair to point out that we found tbe public utility quite willing to cooperate with us in the project. The lighting program was developed In two general phases,- one dealing with the lighting of primary arteries of travel tor aight traffic safety, and tbe other dealing with the balance of the streets which we dasmfy as non-traffic or mitloithi streets. For several years the Traffic Engineering Division had been maintaining actident rec ords la a form that they were readily usable s study of the lighting program. Also, the Division has constantly kept up to date on traffic volumes aod other Information neccs- ary to develop the Lighting plan- With this information as a busts, a system of arteries u sec up upon which it was proposed tn risenn traffic safety lighting. This system oapifaed ' The halance of the 750 miles of the street tyuca n scheduled to be relighted as bootraffic or residential streets. The lighting of ill of these streets is of importance, but ac cident studies show that they are of second- try importance insofar as traffic safety u coaoexned. On the arteries to I* relighted tbe next step was the rtassjftcarioc of the streets by type of district, whether residential, re tail business, or wholesale. From the traffic volume information, tbe heaviest night hour traffic movement was established for each section of the system aad tbe streets were riassfffrri as to light, medium, heavy, ec cetera, according to the criteria o( the joint Committee of tbe Institute of Traffic En gineer* and the Hinafna ting Engineering Society. niumiaatSoa values were established for each section in accordance with recom mendations of the ilftimiming engineers. The number, size and style of light was (hes acablbhed for each of the major arteries hr order to provide nuw economically the degree of illumination desired In preparing this schedule, factor* such as roadway width, pavement surface and texture, foliage con ditions. ec cetera, were considered in the preliminary layout, light pattern of the various luminaires were applied to these conditions and in this manner the proposed hetgb*. psrig, and lamp sue were determined- This work was done in pre liminary form with the entire system of arteries to be relighted and the modern ization program was set up for anticipated completion in ffv* years. Selection of priority of installation for the traffic safety lighting- nj based upon further analysis of night traffic fatalities. The loca tion of all nighttime fatalities over the five year period fires tg^o to 1944 iocftwhe was carefully mapped Careful of thk soap compared with tbe proposed sys tem of arteries indiqto that of 10S night fatal aeddents, aO but fire occurred on the arteries scheduled for relighting. Those streets having two* or more fatal aeddents in the five year period accounted for 89 of the total fatalities on approximately 40 mites of the street system. Obviously the biggest saving of life and consequently tbe most urgent sections to be relighted, were includ ed in this system of 40 mHa. In order to provide a more complete syttaa of uurics a tew mips wire fill**! in which increased the total to 44.1 miles- In addition, there are approximately 5-6 miles o( mtth where tbe accident situation was good, probably doe to the fact that there streets woe fairly wed lighted with old style fixtures. It was found that equivalent or better lighting mold be provided on these streets with modem equipment at leas cost than to continue the me of the old style 84 35th National Safety Congress, 1947 equipment. These were also added to the first phase of the traffic safety lighting part of the program, suiting a total of 49.7 miles which was recommended to be installed as soon as new equipment could be obtained. Some sections having a high night acddent experience were omitted from the first phase due to the fad that these streets were of a character which we felt justified the use of ornamental standards and under* ground wiring, Tbc reason for separating these two group* was that during Use period of our planning program it was indicated there would be greater dday in receiving the orna mental standards than would be cfae case with the mounting equipment foe use 00 trolley poles and wood poles. The entire pro* gnus was submitted to the finance and Pub lic Utilities Committees of our City Council and approved by those committees for in* stallation as rapidly as possible. The balance of the work carried on by tbc dry in this program was the preparation of detailed strip onpv for each street, showing the coa location, mounting heigh*, bracket length, luminaire style, lamp size; and all required feature* to provide the desired light ing. Tboe scrip maps serve as a basis upon which formal orders are submitted u> tbc Company for making the toscallatioQ. The actual work of installing the improved ligfot* mg was started in May, *946 and to date a little error 35 miles have bea completed. The work is being carried on by two crews, one making cbe overhead installations while the second U engaged in installing orna mental somdaids with underground wiring. & few o&dals were rather hesitant to ac cept the new style lighting because of the necessity of tree trimming in order to make the lights property effective. Consequently some tests were made of increasing tbc lamp size on old style equipment and using refrac tors in the poet top type of' unit. A slight improvement in lighting was obtained by increasing the lamp size from 400 candle power to iaxo outdie power in this test sec tion. However, the undesirable < light on porches and in windows was an important factor and the derision not to foUow this practice over the dty. Costs wire also im portant in that it was estimated that an equivalent distance on one boulevard would coa approximately $371*0 per year foe light ing, and the cost 00 another road, which is very interior, would be approximately {5*0.00 per year. Since the actual work of installation was only ttazted in May, 1946, there is not suffi cient time to make conclusive statements with regard to the effects of this Ughdog program on traffic stridents. However, the indications from preliminary investigation show an improvement in traffic safety is be ginning to be nude manifest as a result of the relighting. The following able shows a comparison on two of the relighted streets, giving results fix tbc same sx month period* before and after relighting: 15TH sTRxmr (BALTIMORE TO OAKLEY) Motor Vehicle Collision* Motor Vehicle and fedetmn Accident* Totals Fatal Injury Fata) Injury Fatal Injury DAY 1946 -- 4 1947 o 5. * J 9 t* NIGHT 1945 --- * 1947 -- o t* 5 IK ot * *s o8 MAIN STREET (15TH TO 43*^) DAY 1945 -- 05 1947 o* o? 1* O IS *7 NIGHT 191$-----1 1947 -- o It s > IS tt * 5 14 Briefly, the table shows that 1 < 15th Street night injury and fatal accidents were reduced from *5 to 8 during the first six mouths period pf the year mad shows that daytime fatal and injury accidents held even at 9 in both yean. On Main Street we find that there was a reduction is 1947 under 1945 in both day and nighttime aeddents. However, the reduction in daytime accidents was 33 per cent while the reduction in nighttime aeddents amounted to approximately 69 per cent. la improving and modetilting lighting .in residential areas, the program consists oi Traffic Section 85 three principal pans. First, our studies have indicated there are approximately >50 resi dential intersections having 00 light whatever at present. Second, w* have 1.700 gas tights that wc feel should be replaced with electric lights. Third, we intend to replace all exist ing lights with modem equipment using no less than 400 candle power lamps where practically all of the residential lights are now of 150 candle power capacity. In general, the rttidaitbl and tight traffic street system in Ksiwas City is composed of triangular blocks 530 fan by 68a *wt our proposals will provide new equipment with larga lamps at each irtiikutiil intersectloo with an additional luminaire at arid-block points m cbe longer ttotfa. This vriB remit In a spacing at these areas varying from 3no to ggo feet. By using the ttftsoa type fuasmire with equilateral dbtribvokm of fight mounted on long brackets which wEQ piir than more nearly over the middle at the roadway, wc shall obtain the required itinminatioa for the nsidathl areas. ,Tbe net result of cor lighting program will be as follows: We wifi replace a total of slightly over 15000 electric and gsa tights with approximately 13400 electric tights. As indi cated before, where we now have seven] thoosand *50 candle power lights wc will use nothing km chan 400 candle power with many ifioo and too candle power sues. We are now delivering approximately uy miltiOQ eOeuire lumens of tight to the stmts of Kansas City at a total oat of 15514m per year or $47.53 per thousand effective lumens. Owr pnfOMd system will deliver 49 million effective lumens of tight to the streets at a total com of approximately $6*64000 per year or slightly over fisJo per thoosand effective lyeiv. The total increase in cost of the oew lighting is 774400 per year and accord ing to twimfff of the National Safety Gotta3 this wQ be more than paid if we elimi nate tw fatal wriftam a year. Therefore. Kwioi Oq am wcO afford the improvement and h h ear ptas to be the best lighted dty h the world. Control oi Marginal Land Um By DAVID B. LEVIN HadL Spocial AdnJaMroilw Slmfitt Unit Divides of financial and Ariminimlrolif naaiimrTi Public Roads Administration Aladdin, you will remember. o> the hii; follow who found a magic tamp. It ptw hte everything be wished lor, here diamondousted palaces to a suimaY iluighiii far has bride- Perhaps highway tnr 1 need as Aladdin's lamp, when It cares in draffug with the problem of the roadtkW, But ecxx to a magic lamp, no stogie device eafffaal today ran be more effective in promoting the safety and efficiency at travel by than the public cootTol of highway acorn and of marginal land use. The lack of such effective euaireh has re sulted to roadside exploitation and highway ribbon development. The Washington-Bald- more Boulevard is a notorious example. In 1943, between Baltimore and Washington for a distance of $04 miles, there were 618 toaraarial establishment* and 885 mxleoat. or one every tag feet on the avenge, each with it own entrances and odta multiplying the traffic hazards, reducing highway rapacity. and precipitating congestion. To make con ditions worse, 1.450 commercial signs and bill board* were peppered along this road. This seKtfaa of V. 8. it one of the most dangeroaa and congested' roads in the country. Another striking OlastraLioa is California Stare Route *8, so-tailed Ramocu-Garvey Avenue. Within about four years after the wwiJhfcww't of this fine four-lane "tuperhighway** between Las Angeles and Pomona, a (finiact of approximately 30 miles, prac tically a caactonous ribbon had developed tfeut a 13 aril* spud limit bad to be im posed lor the grater portion of the route. Six major highways to New Jersey were studied and a few startling facts uncovered. Along the 47 utiles 00 State Routes 15 and ad, to addition to 47a billboards, a commer cial enterprise or intersecting toad, erect, or raiboud at grade octuned every *73 feet on toe avoage. Along the gfi ariles of State Routes 41S and 43. a traffic hindrance ap- 86 35th National Softly Congress, 1947 peared every joo feet oo the avenge, plus 558 maimer of ingress and egiett, and through signs and hilllxanb peppered along these routes. On tbe 5* miles of State Route 6 in ubiude appealed every 358 feet, together with 143 roadside potters strung along the roadsides. Renderstill development along the routes U not accounted for ia these figures. While this study was made in 1937, New Jer sey highway authorities have indicated that that meeans, of marginal land a**. Comparisons of gxjajng controlled-accms routes with roods of ordinary design reveal conclusively that, in terms of safety and effi ciency of (ravel, the expronuf It by far the superior. Because cnotjolVd-arw faclflkjq axe functionally efaapnd to WliBiitflr road condition* which piiriMoUr-tdudc ac conditions are probably even worse today. cidents, it is said that km them Ij per cent of As you know, the oonuolled-aocess highway seeks to mintmUc obstacles u> the free Bow of through traffic safely by the elimination, or restriction, of all rights of egress from and ingress to adjacent property, and by limiting points of entry to and exits from the general pattern of highways and streets in the vicinity to designated locations. As a conuollcd-accen facility, the freeway serves all customary forms of street and highway motor traffic, while the parkway is restricted to passenger vehicle* only. Express highways of this character are now sanctioned by legislative act in tfi States,* by constitutional provision in one State,* and by judicial decision in an additional State.* Public Roads Administration studies reveal that there are now a minimum of 1^44 miles of controlled-access highways In the United States. Approximately a,>85 miles in 17 States and the District of Columbia of suds express ways are being planned with federal funds for early construction. Additionally, a con siderable mileage of cootrolled-accere high ways is contemplated by State and load au thorities in the various States. This attentive application of modern highway design is in. the mishaps which take pbtt on ordinary roads will occur os * cmfsaUe aQa|c of controlled-occs highways. The mifna rec ords of some cxirelog espeoa highways are proud totunooia)* of this tad. During the Sm if Maths of operation of the Merritt Parkway In Cenaerviust. a fatUioe vehicle-miles were tnnfcd without a single bulky. Accidents 00 Like Shore (Onto) Drive In this very dty totaled only per 10,000poo vehicle-tn3e* of travel cowhand with 189 on ordinary roods in the area. The safety value of modem highway de sign u again forcefully dmoomtialed la a comparison of the accident records of the Arroyo Sc00 Parkway, as express highway be tween Los Angela tad Pasadena, and Fig ueroa Sheet sod WlWhire Boulevard, both heavily-traveled coovmriooal city streets in the region. Cswntiln per million vehldemilea of travel woe almost 10 times os Ur* on Figuoos Street and mote than five time* ,, as great 00 WUshixe Boulevard as they were on the Arroyo Seen parkway. By the prudent exerdse of the control of access now sanctioned in over half die States, prospective roadside establishments such as deed salutary, Punuant to the federal-aid Highway Act of 1944. the new 37,681-030e national system of interstate highways was finally designated and approved by the respective State high way department* in cooperation with the Public Roads Adm!oh(ration on August a, 1947. This system of expressways comprises the most heavily traveled highways In the gasoline service stations, restaurants, taverns, sad similar enterprisa may be 00atrolled as to location or design, or both, or they may be excluded entirely on express highways. How ever, an important aspect of roadside control (Jut h not Docesorily achieved, automatically with the regulation of access, is the public control of the right of view which involves, largely, the billboard problem. present Federal-aid system, and includes ex With respect to express highways, perhaps tensions of the system through urban areas. the simplest method of statutory Perhaps the most important single character sanction for the public control of view would istic of these roads will be the control of the be to appropriately define the contxoUed- aeces* highway, as follows: tCalitorais, n*U> Indiana. Colorado, Kwti*dg\ CLooenmomdsacbs,t, Florida. HU* hittoe, Xtry- land. Huadosrtti. M.irfciran, Now jfaaapsWr*. !? Jokt, Nra iI-totTRTM Yort. OWo/OU. betas, Orem, Peassrfvants, Rhode tstaajl, Texas. Utah, viryaia. Washington, u4 Wnt Vtreinis. "A cootroUed-access btality b u a highway or street especially designed for through traffic, and over, from or to which, owners or occupants of abutting land or other persons have no right or easement or Traffic Section 87 only a limited right or easement of access, light, air. or view by reason of the fact that their property abuts upon such controlledaccess facility or for any other reason." The phrase "or for any other reason" may be important as it would extend the control of view to business licensees, such as the bill board interests on an abutter'* property.* It may be of interest to note that, of the tS Stale statutes that sanction the compre hensive control of highway access, it laws specifically indude control of view, in addi tion to air, light and scows. These statutes may be found in Florida, Illinois, Indiana, Kentucky, Louisiana, Michigan, New Hamp shire; New Mexico, Oklahoma, Oregon, Utah, and Washington. In addition, Maryland en acted a separate law that achieves the same result. Granting then, that adequate public con* trol ol acows will dkoltdf regulate mar ginal land uses detriment*) to air and effi cient highway travel, it may be observed that only a relatively reaafl segment of ear vast highway system will be protected In this fash ion, because of the limitation of highway funds, and the tack of legal authority. Yet the need to improve the transpoctxtioci serv ice rendered by the many miles of ruin high ways is utgent today. What, then, are the alternate means for the control of marginal land use that will tend to improve transport by highway? Techniques that have been used with varying measures of success include marginal land acquisition: toning, platting, and subdivision control: bill board and set-back regulation: and the ac quisition of so-cslled highway development rights or (heir equivalent, A few states and some dries have attempted to regulate the highway roadside by the out right acquisition by public authority of lands marginal to the highway. By purchasing tbe areas adjacent to selected main highway routes at the rime such Improvement* are fine established, roadside development and raw may be controlled in tbe public in terest, and highway fadliiies effectively in. misted bom detrimental adjacent growth. Through nidi a far-sighted right-of-way -2=* policy, adequate provision can also be made at moderate cost for future highway development. thus forestalling prohibitive cotta later. Marginal land acquisition as an instrument of public control of the roadsides is sanc tioned by constitutional amendment in only 10 States.' though a number of other juris dictions have enacted statutes authorising the device with varying restrictions.* Tbe judi ciary has yet to give it unqualified endorse ment. To date, the practice has had only limited application. Where applicable, mar ginal land acquisition can prove to be highly advantageous. Both highway access control and marginal land acquisition, as I have indicated, presume the purchase or condemnation, for a just consprobation,of resfgaated property rights. There h, however, a spedes of regulation of private property that involves neither the acquisi tion of rights or compensation, namely, landore control, ft may consist of toning, platting aad subdivision control, and billboard and sec-back regulation. Today, over three-quarters of tbe urban population of the United States live in toned cosmonitia in approximately 1,700 munici palities in every State of the Union. Landuse controls are now customary and tbe ac cepted means for protecting property values and neighborhood surroundings and for con tributing generally to orderly development of urban communities. Some municipal toning ordinance* hare made provision for roadside regulations distinct from tbe customary urban sowing claaeifiarioiK, but the activity along these lines Is far from imprearive. Twenty-three states permit county or socalled rural zoning, but rather limited use ha* been made of tbe authority, parricuraly to the protection of highway margins. Cali fornia and Wisconsin are perhaps tbe two outstanding examples of widespread and ef fective utilization of county land-use controls. Approximately a quarter of the $8 California counties use these controls. In the Important county of San Mateo, over 1,000 miles of highway have been zoned. Busina* and bill board advertising is confined to designated areas and the remaining roadside is left onencumbered. |y, Pafciic Reads AiaislMntim. of is AtomSix interregional highways/?** H. D. Ha. 379. Mawacimsetta. MicUrao. Uiaaoeri. How York. Ohio, Pcsasjrlvaaia, Rhode T*laad, Virrini*. wf WIscoMta. A. ND ROADSIDE DEVOERLOmPCMPETNWTA, Y0*ACehC.ESS 88 35th National Safety Congress, 1947 State agenda have not yet undertaken toadside zoning and control. Several nates have applied regulations to specific types of roadside uses, such as billboard advertising, automobile wrecking yards and trailer camp*. But bold and comprehensive land-use con trol* need yet to be applied. On the whole, the application of such .regulations to public roads has been exceedingly slow and only a negligible fraction of ooe per cent of the total highway milage in the United States has shared In the benefits of roadside soiling. There are many who believe, therefore, that a more satisfactory alternative to land* use controls is the public appropriation of what may be termed "highway development rights.** that is. the rights of owners of private property abutting on highways to improve road-marginal strip* of their property in any manner inconsistent with present or future traffic requirements. Because of the fqpi limitations of (he police power, establishment of the right to acquire suds control should be ceocciTad rather as an exercise of the power of eminent domain, for which com pensation would be Certbcnaung. Compensation for sods rights would be nominal in most instances because the pay ment would be made only for actual demon strable injury, and because the right would tar acquired usually at the them when land U iicing taken for immediate highway improve ment. often on new (nation in undeveloped areas. If tbe'margins thus taken under con trol arc later required lor expansion of the read facility, as DUS inevitably he the ease in many instances, the acquisition costs wilt he at a minimum because of the arrested de velopment of the lands affected. The Ohio Deportment of Highways with the awistance of the office of the attorney general of Ohio is perfecting the practical application of a new instrument substantially identical with the concept of highway de velopment rights which I have described. By means of highway reservation agreements, the State presently acquires specified "rights** in designated "reserved" areas for a nominal consideration. At some future time, perhaps in five or ten yean, the customary casement for highway purposes will be acquired. The owner permitted to use the inqwd areas for all normal purpose* not inconsistent with rhe future use of the marginal strips a* high way rights-of-way. The sum expects to pre vent the erection of buildings and public- utility facilities ht would increase the cost of acquirement of casements in the future. Under a highway reservation agreement, the owner of lands agrees not to construct within the reserved areas any building or structure *** cannot be removed wfehin to days without cose to the state, and not to make plantings of a permanent nature, such as orchards, that will interfere with the ulti mate use of the pared for highways purposes. The Sate director of highways has the right to onoef any highway reservation agreement in the event the project contemplated is removed from the highway program or subsequent changes in allncment or grade line eliminate the need Cor the protection acquired. The pilot application of tbit new Ido was made last year on a four-mile section of the Columbia-Wooster Read in Delaware County, cm oew location. This section of rood to pan of a planned Godnnad-Cleveland express highway, a portion of which at lost will be designed for controlled access. Twenty-two parcels of land are involved in this section of road and in May 1946 res ervation agreements bad been executed by owners of at parcels. The single recalcitrant owner apparently had no objection to the reservation of a portion oC his land for future highway use or to the compensation offered, but desired areas to the highway where it could not be permitted without violating principles of expressway design. Psymcn* (or the reservation of these 'areas was at a uniform rate of 5 per acre or por tion thereof. Thus far fit*1 has been paid foe at reservation agreement* covering gig mites of road. This is at a rate of S109 per mite-- an amazingly tow price for the proceotSoo secured. Sate highway authorities estimate that the average Sate investment will range from ffio to Siao per mite, depending upon the width of right-of-way and the area pro tected. Ohio is well pleased with the results of this exploratory procedure and intends to utilize the technique on other section* of highway in the sate. I might mention, to. that Texas, and several other states, have become very muds interested in this means of controlling the roadsides and are planning to utiiiia the device in the near future. While the result* of three techniques in the aggregate have been worthwhile, progress has been slow and difficult. Perhaps ooe of Traffk Section 89 the underlying reason* for the lack of ready acceptance of proposals to better the high way corridors has been (he absence of sd- ( --'* illy-derived data. Comprehensive sur vey 'f roadside conditions, at least with re spect to the more important routs of travel, are needed today in order to provide the (actual basis for deniable reform. Such sur veys should indude an {memory and logical dasrifiation of aB fosksfa nsa and ICTUC- cum. within a ribbon perhaps 500 to moo feet wide on each ride of ike right of-way outer boundaries, or each other 3* teems desirable. The type, location, rise and nature of Miucttua aU be indnded. The location and drsign of aB eottances and exits would be noted. The toe. Isotiaa and nature of silrcrHrif xniunii and the re lationship of snch riwnaof --ever to the uses of the land whonare to turn. ihenld be ascertained. Ochre fores pmdmm m the rood- tide in its tthrift M ffic sand and trana- poratfoft sender might he jaiwlgeiii, The wealth of tetenrorian ebateed from nwfa surreys enrid he pat many produc tive Uses. The forex, nnar nenhU and ana lyzed, could provide a mod basis far (be formulation of adnfodresorioe palrr by the State highway dqaitnat and fool rand or ganizations as wdL EJfov m ahmtu public -unction for derirtblr palfc --crab would be bolstered Hnmeumwabfa hy the indbpot- able facts. Billboard oacipdm would be constrained to afore or sentw arisestiring uructures found so be hmaerimw. or failing in this, would joepaidfac thrir public good wilt. At the ore tfaar nscal nauf would be preserved for milHons of Ofiwioj and others. Confronted with specific data, adjacent property owner* and entrepreneur* would be sympathetic to the improvement of the loca tion and design of driveway* and structures, if travel would be mode safer and more efficient thereby. Finally, the press and the radio could be tori to di--emirate informs- nere m obtained, and garden sooctica as* women's dubs could mlHz their efforts, all to a common end. Roadside survey*, embodying atl or a um ber of the elements I have suggested, are not without precedent in the United States. The Mew York Sate Deportment -of Public Works conducted a survey in 19)8 of all bClboards along Sate highway* a* preliminary to cor rective Dcuum designed to improve high way travel. About 14.000 roadside signs were recorded, some illegally placed within the highway right-of-way boundaries. Of this number, over 800 billboard* outside the 1 ightof-way limits were classed as hazardous. Three included *70 with objectionable illumination, jo of which had red or green lights near traffic Intersection*- Two hundred otberv ob scured mfr vision. The rmoinrln were eon. vidcscd ohjaqjoenhto became they created On the baste of thme fares, ream tad focal outdoors ad* retiring amoefarioaa have agreed in turns*, sex bosh or --udtev nbjartis nhh admtiriog macare. Omv a*m -`gw tfocgatfo placed within ri^t sf " *1 fimim. bore at- coorire mamma. I suofa* woo*, too. that Use Omdoar Uwswsc bnemm al New York hm ip wl am t area m ad vertterog amrere wfofafo oautd he ota from the tfo-aik Hew folk Ifanm. rwtyt m commercial arm*. K fine be ids, The anysipt so fayoaw the nofaii* 00 New York Scare highways reriam a^ the Stare Department of Fabric Wash* * bopefol of field of roadside survey* to befog mote b* the Sate of RkWgx The Mxkfpn tetdude control uudy ms initiated to iyd to auMMi the bads for formulating a depart--rot potiev to minimize tbe hazards of loadridt enter prise to highway traffic along tbe principal sate trunk Hoc*. It ms thought do the re sults of tbe scody would produce evidence of the extent to which roadside carablkhmeats cantzibote to motor vehicle accident* on (he highways, among other tbirqp. The Michigan State highway department recognized tbe oeed for confining entrances sad exits to roadside establishments to one or two driveway* and for the separation of tbe traveled highway and shoulder* from the standing aad parking ateas serving tbe en terprise. Tbe owuers of roadside establish ments were to be encouraged to Improve the safety of tbefr parking service to customer*. A campaign of public information ww planned in the belief that the success of the project would depend on how weR the ob jectives were understood by the local citizenry. During lyd* Michigan reports that some improvement of roudrirf* conditions has been obtained. A program similar to the 1946 en deavor has been formulated for 1947. Inquiry may be made as to bow eoesprebearire surreys of the area* adjacent to public 90 35th National Safety Congress, 1947 roads may be carried on and bo* they may be financed, ll is fortunate that in the roadinventory work oi the planning surveys un dertaken by the respective State highway de partments in cooperation with the Public Roads Administration during the past to yean, techniques have been developed for observing and recording, not only the char acteristics and condition of the road, but also the nature of the abutting culture and mar ginal land usea. More intensive surveys of the area immediately adjacent to the road way would be a natural extension of the in ventory technique, and could be undertaken by the regular inventory crews. Such projects, it so deigned as to yield valuable informa tion at reasonable cost, and if properly in tegrated with the entire program of phoningsurvey studies, are eligible for panfeipatioo in the so-called one-and-a-balf per cent tend authorized under Section 8 of the Federal-aid Highway Act at 1944 for me in highwayplanrung activities. Highway management canac* ignore much longer the important influence oi HaMlnm ribbon development upon the mSecy and c* deucy of road travel is general. After the ap propriate factual data tarn been developed with respect to existing roariwdc anditiow, simple and effective techniques, some of them already developed, need to be boldly yet realistically sanctioned and applied. In that manner, a good highway vystoa can be im proved to become a modi bster and safer one. THURSDAY MORNING. SESSION October 9. 1947 Group Session on Traffic Safety Education Presiding: DOROTHY E. WILLS, Safety Education Supervisor, Better Trafie Committee. Pittsburgh, Pa. "Operation Safety (Digest of a Talk) By COL. F. a LYNCH Secretary-Manager, Greater Los Angeles Chapter, National Safety Council `Operation Safety" ts the title given the monthly theme program of the Greater Los Angela Chapter, National Safety Council. A similar schedule of themes is contained in the National Safety Coaodl-Airathtng Council handbook, "Promoting Traffic Safety." Col. Lynch described how a safety organ ization on get cooperation from service dufal and other groups in carrying on a traffic safety educational program for one month, strew mg some Important phase of accident pre vention. He also told about the "Dtoopen** pro gram in Los Angeles. This was a campaign sponsored during August, 1947, by the local Junior Chamber of Commerce. Dick Shaw, a cartoonist, prepared a safes of Illustra tions showing "Droopert" committing several unsafe driving acts. "Droopen** was depicted as a sort of moronic character. To dimax the campaign. Red Skeltoo. im personated "Droopert." driving around the dty In an indent automobile. Police pre tended to be hunting him, as they would a Public Enemy. Finally. Skelton wrote a note to the potior offering to give himself op. He was arrested ceremoniously on the street. "SWAP SESSION" Discussion Ltcdert Donontv . Wills. Participants; Better Traffic Committee. Public Education Gabm M. Gurot, Traffic Safety Amo. of 5upvr,, Pittsburgh, Pa. Detroit. Traffic Section 91 Bavst ODonou, Dir. at Safety, Dtv el Trafic t Safety, Ohio State Highway Dept. Cot. F. C.*Lrwat, ki| Mgr _ Cmtcr la Angdes Chapter. NSC Eswxm F. Wm 11--. Cterf at IfeBce. WOmetre. QBaoia. CHAIRMAN WELLSe Many dtim me faced with the probhan at eUmfemeteg ticket feting. In the minds at many people fixing aad lack of strict rnlormrni ire accepted necaniy evils. A policeman wifi mfc, "Why should I tag riolatoni Before the cue geo into the court, the tag has been (ui* And. frequently be it called on tfeoipet aqptf because be has wbo knew nameiaoa who knew scowone. We have had a problem ol this sstsn in Pitts burgh and in dm he yere or so, we have tried to do interfiling about k. Our problem today Is a* daaiup a program to eliminate ticket fcdag by teiMing public uippost for atxfct ahnoatat. U most be remembered that any mmhoda o approach mentioned bat today in statectha with cn. phase of puhBc e We are 1 from the small c munity : - Chief Edwin F. Whitemde at VSmk U15cmis, will disam briefly, "Baas a SmeS Gommunity c Traffic Esfanai CHIEF WHITESIDE: ` sound traffic enfoemm we will all agrees h ao feme a 1 program; a general prsyaaa. That is, good engineering, good puMfe tefiorreatioa or odnation sod good rand rynrms In the pate department, and above aB. wcD-aafonted. well-trained people la the poller fejmtaMoL Let's assume that we have that and go into bow we an get that information about an enforcement program to our people. Naha*' ally, we must use all the various mm such a newspapers, radio, if it is available, porters, `peedte* to public gatherings, dric organiza tions and so on, and I believe the most im portant thing in this small community is our opportunity to wake personal contacts and get to the people themselves, t think that is an advantage we lave over the large dries. We have found in my own town that in a month* time, a police officer wbo is trained in helping the public aad wbo knows soeaetbfog shone has subject. did cover almost all the dric ragminrir-- We have our taic rwiwdi. oar spec amp. special features of (nfle enforcement to pot 00 demoettra- tns of these various oegansotiona. I have worked with school boy paaots a lot and I know what they can do. We have used the schools a gnat deal and we base when a schoolboy or gilt takes these things borne after they have been given some information 00 k fa the schools, they invariably wft it over with mother and dad. Even our Illinois State Department Bulletins are distributed through the schools and hardly a week goes by tint we don't get some question or some information from the parents. This indicates that they have read the Bulletin over aad know something about it. We are using personalised information re garding accident statistics. These are sum maries of accidents that occur in our town, naming the worn locations and firing some information about our enforcement. If you have a traffic violator's school, you can use it to band out information on your enforce ment. CHAIRMAN WILLS: Our next speaker will diiaia our problem from the state angle. MR- O'DONNELL: The job of the state in bdptng to gain public support for the en forcement program is as broad and must be made as continuous as the highway safety program itself. Enforcement, as 00c of the official mfety activities, needs public and support. Without the promotion of a wider understanding of the accessary enforcement activities, the active public support esMDtial to these effieaiveoae will in many instances be lacking. Above all. the basic aim of enforcement Is EDUCATIONAL: -- to bring about better driving. The law enforcement program, however, most be firm and impartial. Otherwise it It futile to try to build up through education habits of safe conduct in the general public. The emendals of adequate traffic law en forcement are an enforceable ordinance and enforceable regulations. These form the legal ` basis for all the traffic work of the police. There also must be uniformity. The ordi nance of one dty should conform with the ordinances of other tides. Where tides within a few miles of each other have conflicting 92 35th National Safety Congress, 1947 traffic laws, a dtucn iron* ooe jurisdiction Traffic Safety Conference held in Columbus driving into another mar violate any number on June *7. 1947. More than 900 fool offidalt of laws, even though Us every move U strictly and dtiicm attended. in accord with the laws of bis own municipal- There still remains the question: how the iiy. state can aid in an even more direct way ia In Ohio we have published a booklet getting public support for the enfomnent Model Traffic Ordinances for Ohio Munici officer oq the local level? palities for distribution among the proper The state naturally cannot do the job local local authorities to give them a guide in ly, but it can give assistance. bringing their local ordinances up to date A variety of safety literature is published and in conformity with other total commun by the Division of Traffic and Safety of the ities throughout the state. This guide is Ohio Highway Department and it made patterned after the Model Traffic Ordinances available to local enforcement officials to edu prepared by the National Conference on cate the public In supporting their dhils of Street and Highway Safety and correlated traffic accident prevention. with the Uniform Traffic Acs of the State of Safety Slogan 5igns, la scries of two, are Ohio. being erected every 10 miles on principal Moreover, in conformance with the national state highways outside municipalities to bring effort to obtain greater uniformity in traffic home to the motoring public the lessons, erf signs, signals and markings throughout the safe driving. Spaced about 150 feet apart, country, a port of the overall Ohio traffic the two signs are read by motorists in the ufcif program ha* been directed at obtain following sequence: WHY TAKE A CHANCE ing. through education of public officials as -PfcAY rr SAFE. Is ihk way the safer; well as the public full compliance of all monger are brought so the anentfoo of the focal authorities in the uniform* use and motorists at the most propitious time--while application of traffic control devices. they axe actually driving cm the highway. The Ohio Uniform Traffic Act provides Above aU, the State can bdj> building that all traffic comrot devices shall conform to public support foe the enforcement nffirn by the Ohio Manuel of Traffic Control Devices, doing everything poauhlc to keep the people which has been prepared by the State High from becoming discouraged with ptdrfic of way Departments* Division of Traffic and ficials who arc doing the thing thu are Safety. A letter calling attention to this Cam needed: to keep the people from was sent under the signature of Director discouraged if the raohs do not seem all Mumy D. Shaffer of the Ohio Highway De * that they should be. partment to the officials of all incorporated communities in the state as well as to the sheriff* and county aunsisioDm, As a follow-up to this letter, stories on the uniform use and application of traffic control devices, are being released to Che newspapers. These releases are illustrated by-mats showing the proper use of the different traffic control devices. Another activity carried on that benefits enforcement, as well as other phases of traffic safety, is the Ohio Traffic Safety Comae, which Is open to all cities in the State with populations of 4000 and over. Cads comaun. Because the results of a flawntiniijA safety efforts axe. in many instances, intangible, it is not possible u> say i , iM< certain |*fi or that certain person has been nml from death or injury in a traffic atrident. Never theless. keep hammering away that safety efforts are not futile. They do a grot deal of good in more ways than axe risible. And help the enforcement officer to get too* this idea to the public--traffic safety efforts, make no mistake about it, are lopomitrfc for many accidents that might have happened--but did not! <ty submitting a report in the contest is sent CHAIRMAN WILLS: It * apparent bora a ''rating" chut showing bow that community the comments of our previous, speakers that compared with other communities reporting there Is a definite nerd to develop pubik in the contest. The chart is prepared to serve support before any enforcement body can a constructive purpose as a guide for the do a good job. community in planning future aifotcemens May 1 Interrupt to tell ym the approach and other traffic safety activities. Pittsburgh has used to obtain this rapport, Enforcement was also given a prominent through a mechanism of s richest oxmitut place on the program of the Third Ohio known as the Better Traffic Committee. Tbit Traffic Sectvm 93 group is divided into three aahen enforcement, engineering and ... The Enforcement Quamitre* has had read ies made on hot and figoxe* of ftid--|fc enforcement. These wer "' newspapers and through so that the ladeof strict was apparent to the pabffc. Aloof with studies, the Engineering a survey of traffic acridrnc out bow targe numbers of brought about by mum ffimsgmd of Haring this firtaal cation Subcommittee were designed, ciftif of thee things, we included the nt. op rnwil now, we had rifeg the public on and using that good ratalfomhip "policrthe Mayor's Cootarns fairly dam* help. They offered space 00 billboards ffi. battle covers, radio time and so The admfniimrinti then bepui to realise . an important port of vital statistics in the pahhe Radio was toed, no This We 1 a 15-minute narration cspretty using actual aorklrwr < fcrtnM-- -- shared. We found aQ tfos .. see now effect on the pubtfeh **w*g in the aae of aajdast summaries, wc origloalty esdsiod 50a. Now, the lac hso ioeramri le jms. Wc print than evoy three momha They ga to bnsinm firms, orpaintim, schools ** etaoy companies--------- 4- ~ " preached the folk* Department, asklag that specially chosen pamotl be permitted to try oat for the Northwestern University Traf fic Coarse. Within the pass year, two mm have motived Mlnwkift. Out is now cdqdotting the vfotators* school. TUs has done mods to promote traffic safety and to pro mote the *poj of the entire Department. The other police officer t working with the vfool patrols. Somewhere about this time, sufficient srirautatfoa hod oouirrcd chat it n* prariblc to prove to the riofaiamhe that a platform pledging a no-ridcec-fecing plash was hi or der. This Was mode a* port of the Mayor's Highway Safety Cuuiuua ha year. This was held under the qiiMMfjbip of the Bdltr Traffic Committer, and -ippenrimefrly 1500 dttaca* attended. The ptatform. of coarse, included other things ssM nlsted to the en forcement feme, bat they were ill 00 traffic safety. SriU, the masefem bongr of Utcntnrc, radio broadcasts, and so forth. vwt on. and i definitely ia favor of 1 enforcement. v Uses* --Side, whkb ran about m amoo, and the principal part was taken By the Mayor. In this movie, he made It char he m hiking tbc stria enforcement policy. Is was shown to approximately tOojooo people in aB she swtfc bevsa in Fiittburgfc- Tbe neat move from the Committee was in the dbealon of the Traffic Court. Studio were sock to determine some fool-proof method of processing tickets. New vrhhwv at to be a port of the program offer ia program and personnel ctanya were made where necessary. FubUdty was trieaaed oa the number of old Ada* never answered and warrants issued to bring ia the offenders. Hdp was asked of the state to pnem this backlog in outlying areas. Money long due to the City of Pittsburgh is now bring paid oa violations which date hock several years. (b tbc post two moetfe. the Better Traffic Committee appointed a subcommittee of five men to act as an advisory group. This was knows as the Traffic Review Committee. A program was planned to apply a stria en forcement policy to the peak periods. In many cases, butjncBO felt they would be seriously affected by having no parking re striction* placed in front of their places dar ing those hours. The Committee set up a Subcommittee to talk to thae people. There merchants who were fearful it would hurt their business, were ptcrridcd with the op portunity to meet with the Traffic Review Committee. This program bepa on the and of Sep tember and at the end of the thirty-day trial period, the Traffic Review Committee bes recommended this setup be made permanent 94 35th National Safety Congress, 1947 and the us which Is to be covered, be ex tended. Carnet Griffin of the Traffic Safety Associ ation of Detroit will dfrenw briefly, "How Various Media can be Used to Gain Public Support for Traffic Enforcement/* MIL GRIFFIN: Ten yean ago, in Detroit, when the police were coabonud with a situ ation where traffic accidents were getting out of hand, they would strike back swiftly with one weapon--tickets. The motorist who had been driving down the street for months at j5 mile* an hour when the speed limit was jo, suddenly found a ticket In his hand. He didn't like it. Today in Detroit, one of the cardinal principles of tbe traffic safety program and of enforcement in particular, is to let the people know. Ten tbe people our story fine Added to is another basic principle, that is, that traffic laws are enacted for the protection of Che citizen's fife, limb and property and that violations cause aeddenta. Now, with those baste principle^ we can grt down to the problem of bow to get your story across to the public Other speakers hate gone through the accepted media: news papers. radio stations, posters, movies, leaflets, and so on. I will devote this rfistrmion to two or three sped&c asm. Newspapers want their own 'tones. We try to give them different stories ot pictures, or ideas. We suggest mostly, tbe ideas to them and we ask'tbem to go o from thse. We don't try to write their stories. We don't try to take a picture Cor them and >hi to run it. When planning our No-Accident, No-Vfo- Ution Day last spring, we wept to the papers and told them what we were trying to-do. We asked one paper, for example, to run a daily box on the number of people pitted up by an ambulance the day before because of traffic accidents. It was a daily box score which ran one week before No-Acddcot Day. The idea, of course, was, keep this slate clean on No-Accident, No-Violations Day. Another paper ran a series of six stories, one each day, explaining the violations dot caused the greatest number of accidents. An other paper went out with its photographer and got people actually committing the io-1 lations which were causing the greatest num ber of accidents. Now, that is one method, using tbe news papers to get across your story of enforce ment. Another method, and one which we regard very highly is the public contact of tbe police officer on the street, Detroit's police officers, tbe Traffic Division in particu lar, are given an intensive course in public relations. These officer* are told that it is tbe first ID seconds that the police oSocr has with the traffic violator that determines whether or not that violator is going away farting aad. The Ida is to make him go away mad at himself, not at tbe officer. These officers are not only Ought bon to issue tickets, but hew to make the public like it when they do get tickets. In couneaiOB with our planned traffic safety program or Operations Safety, we have a number of police officers assigned to cadi precinct. That is, there axe fifteen police officers in the dty who do ~wl"',y bstt calk safety in one way or another. At the mouwnr. those police officers are engaged in visiting every pastor in the City, to point out the problem that the dry Is faring, and to ask their cooperation. We want them to peenefc a sermon on traffic safety or to make some an nouncement from the pulpit. That is general traffic safety, but when you ate preaching general traffic safety, you are also preaching enforcement.tbeeamc ralnrra ment is a very integral put of the whole traffic safety program. If you tear a good police officer oat on tbe street mnfcfaf a good imprauon on the public, you are going to -make that person feel a lot boat about traf fic law enforcement. CHAIRMAN WILLS: Thfe k tbe period when we start our "Swap Scrim". The fim question reads: "Do any sates or dtici which provide public funds Cor safety education proposals accept contribu tions born private organic*riota?" HR, O'DONNELL; In Ohio, we don't ac cept any direct funds from outride organiza tions. However, we do have a dritm't support group called the Ohio Traffic Safety Council, of which tbe Industry and Efighmy Safety Committee far Ohio has become a eoopoating agency. MEMBER: May I answer the question from a dty lend? There is commodaUsm attached to that. We in Pittsburgh have no objection to somebody giving us tea thousand doflan to buy schoolboys* raincoats if they have no oonunerrialism on themMEMBER: 1 heart! a gentleman from laming, Michigan Mate that thdr City Coun cil donated Sgjtoo to their Safety ConadB. Traffic Section 95 MR. McCOURT: I us the Sergeant of Police from Lansing. We have a unique situ ation. Mott of our school safety is arranged around grater safety patrols. That b the community organisation* where the money comes in, as you say, with no outside adver tising- The City Council does pay Sjjooo into the Safety Council. Tbe other ooetributiom come in. But for all schoolboy equipment and things like that, we have a community process which is harked by our mala load paper. The advertising raarogrr there hap pens to be the president of our Safety Fund Committee which is made up of prominent buiiwwnra and myself and some af the teaching naff. Then, we have a School Safety Committee which Is made up of madam with myself as an adviser. We have a serio of different committee Q coordinated with one individual t dump their problems in hit lap. CHAIRMAN WILLS: Wtubtagfa has tbe same situation. As a miTtir of ha, foBavriog the Mayor's Conference, we chared better (ban $eo,ooo worth of free advertising- We arete able to do projects oor way and another and we paid for special pmsacaluiu which were paid for by other spado, simply by a tie-la with the , and long * there was ao advertising connected with It, we did go along. MEMBER: Do you gar any money from year dty government? CHAIRMAN WILLS: Ye*. we tfo. Our budget is established tbe same as the cubes and the past year we have had $18,500 ap propriated tor safety ednotian work. That it divided between (he adult and chad edu cation am&raxra. MR. MURRAY (Delia*, Texas): Row doc* this group fed about financing through the Community Chat? Do you resent the neces sity for that, and is anything being done in your oommunitia to aeQ the people 00 the idea of providing through governmental channels, tbe money, as some of ea felt it ought to be? It seems as if the whole thing had been put ou a clarity baris too long MR. WALKER: Parade* fought for to years to finance their Safety rwwa We did it through fled operatop mad owners. We tried to secure funds from mike dubs and organizations. We appealed to our tiff ad- mlnheracloo and they were vary gfod <0 give us certain funds pwiCsg. however, that the binds wtu under the amsmgeraote of the dty. Recently em Board of Dfrcetuo, is- spired by tbe work of Los Angela, went out on a drive for binds and did a marvelous job. We felt it was wiser to protea our individ uals from two drives, by consolidating with tbe Community Chest. That was done. MR. MURRAY: Haven't we something more fundamental to think about la the way of public education so they will bring this money in through chaanri*--ax money and particularly ^sollne tax money? It is a governmental funOkxt rather than a charity function. COLONEL, LYNCH: Why not support the churches and the American Red Crow and a few of those organization* with tax money instead of by contributed money? When you are Wng s job is a community other than traffic erinotion, you find youndf is a posi tion where you can't do the fob you have to do with tax money. I was in Kansas City when Pcssdcrgpue was running things. Do you think he would have paid me money to go oa the radio and oMdata the police department? It is an entirely different problem. This is working with faunas behavior and certainly you shouldn't ask the taxpayer to pay money to control his behavior any more than you would ask him for tax money to support the church, which Is another type of human behavior control. MR. McCOURT: As for tbe Community Chest, why should tbe city be primarily concerned when it is a community project and should coese out of your Community Chest? CHAIRMAN WILLS: This next question is. "Describe one specific project of your women's dabs.** MR. GRIFFIN: We have "Mn. Safety is Detroit", here at the moment. I am speaking of Mn, Jama Downey who 1* sitting here. She has been the Cfaskmu of the Women's Traffic Safety Committee for twenty-seven years and the Traffic Safety Association has recently undertaken a project with her to get the women's dab* ot Detroit busy on tbe child traffic accident problem. ML GRIFFIN: This it a book we have distributed among the women's dubs of Detroit. "The cJitM In Detroit Traffic." We figure that the women would have no greater ioterert than the child traffic accident prob lem and Mis. Downey is supervising the dis tribution of this booklet to m^oq member* of women's dubs and ?.TA Association* in the dty. 96 35th National Safely Congress, 1947 It points out the problem. It teUs what the wooes can do about it and asks them as onamunlty leaden to spread the gcopei. MR. RENT; I an looking for something I can put my finger on, something lot gen* end. _____ MR. GRIFFIN; As tar as I an concerned, these are equally spedfic. In Detroit we hare found out that 9a par cent of the accidents to children happen while they are under the parent's personal supervision, not 00 the way to and bom schooL It is the parent's responsabOlcy co reads children safe habits. This pants out that problem. It asks Use parent to do something about it. Another specific program perhaps is a four-color leaflet we put out. One of the three pends contains safety inKrucbocs which the parents axe supposed to teach their own children each day. The buk of this was gummed and they were asked to put it up in their kitchen. COLONEL LYNCH: The Los Angeles junior Oharaher of Commerce, is planning to ask the women of La Angeles next yrer to assume the responsibility of seeing that there Is a afety talk on courtesy given during August in every women's meeting in Lot Angela. That is a specific thing. CHAIRMAN WILLS: Is one month enough time to devote to these monthly ihmw or do you mean it ax a guldepcst to begin the activity and continue it throughout the hoi* ancc of the year? COLONEL LYNCH: My observation si. there is so city where they are even taking a month now to emphasise one partialtor thing. I am re|lct|Tg about the dty. not the staff of the safety organization. These activities will supplement whatever you are doing and it will give yon time to da the other things that are nrrrsmry. In ocher words, if I would hare bad to do the JA that the Junior Chamber of Commaoe dM by myself, it would hare taken a staff of ss people, because that is bow many I hod because they had two full-time mm lor a month who did nothing but work on it. If I would hare had to hare done that with my staff. I-couldn't hare done the other safety council things. MR. GRIFFIN: We hare tried to ad*t our progress as much as possible to the m tional pattern and I think that maybe yaw can't do it for it months of the yam. fens you might be able to do it tor rix or months. THURSDAY AFTERNOON SESSION October ,9, 1947 Gmnmrcd Semlon Presiding: LEStJF. j. SORENSON, Chairman. Chicago Street Traffic Comafaafcm; Vkt Hut dem for Traffic and Transportation, NAC. Wcdc* Up and Ural By W. EAfiL HAIL Managing Editor. Mason City Globfl-Gasotto; Chatman. National Cornmitt-- icr Traffic Safety There was a time in ay contact with the highway safety cause when I was pretty vtfl persuaded that the key to the whole problem was more and more widespread knowledge. Mf reasoning was that, if the people--all the people--could but know bow to' live and drive and walk safely, they just automatically would do so. I thought of man as being a fundamentally rational animal, guided mote by impacts on the mind than by impacts on the conscience or souL In recent months and year, however, my thinking cm this subject has tym undergoing some rather prooounced revision. Today the evofotkm has progressed to this point: 1 no longer think that the acquisition o< move and more widespread knowledge is the most important densest la the safety cqua tkm. Wbai's ever so much mote vital k that the rank and file of our people be induced to use the knowledge of which they ate abode i rwa 'I Traffic Section 97 The job (a one for an evangelist rather than for an expert or a technician. A way must be found to convert the rank and file of us to the eoocept that practicing the tula of safety--at home, on the job and -a the toad--k an individual responsibility. A way must be found to convert the rani and file of us to the idea fot practicing the rales of afety is our every-day life is a form of cMBplifyfog the cardinal tenet of Chris tianity, namely, MI am my brother's keeper." A way must be found u> convert the rank and file of us to the fact that practicing the rule* of afety Is an iadifpeonbte dement of good dtizemhip. And this. 1 insist, is aa assignment for aa evangelist- The afety cause stands (a seed ef another Apostle Paid. John the Baptfex, Mazda Luther. John Waley-or maybe even soother Bitty Sunday. We're gone jot about as Etr as we oa wfchoot oar appeal addremed mainly to the mind. The sppnl Croat this point on--if re're o get anywhere-aunt be directed to dw host amt tool and the spirit of man. in Amt. the entire motivating force back ef Aa safety program must be lifted to a *' hr level, gives a loftier tone. Man does : fire by bread alone. There ooar he a universal acceptance of peasant scymihilky for creating coodifern ef safe bring and security. We must ad crery A--csfna in the cause. What msoM he the eoascgututti of such aa ap* ponds so the nfny movement? Every Am In the atae of safety would becnore more safety cmdots. As be pro ceeded to Ids hoax-by-hoor duties, he would he aAisg MswMi "Am I by my acts bring ing dinger to anybody--so< just myself?" la the wasting oat of this approach, all' of m would. f* rare, be atnaxed by the ex tern to which safety and ceurlety ore syno nymous. Of aO the ingredients which go to maim op tins thing ,called safety, pone a quae as important as courtesy--a anddenties ef the comfort and welfare of others. WfcOr safety responsibility starts with the adirfcfait |c doesn't rod there. To the ques tion. "What can I do to promote safety?" is joined the question: "What can WE do?** and therein a oxamunilty safety attitude is boro. There's nothing isolationist about a con structive safety attitude Just as individuals in a community committed to build safety get together and promote a sound safety program, so communities sold 00 safety get together and promote safety on a state and nationwide basis. Moved by a will for safety, we would go to those who SuNe martwed the technical aspects at safety--the engineer, the educator atm the enforcer-sod oak for bdp in achiev ing a safer community or a safer state. The rogineer will speak in terms of safer highways--highway* with channelized traffic and separated exosrinp. highways which re duce traffic hazards to a minimum. The educator will speak in terras of drivertraining in our high schools, with prepara tion for sitting at the wheel of an auto mobile given the curricular status that geog raphy and geometry now have. The enforcer win speak in terms of deal. ing firmly with those who retuse-io play the game according to tire rule*- These will he enforcement without fear or favor. ft so happens that none of these goats-- except maybe the last, haring to do with law enforcement--can he reached without conudertbfe cost. That's where this safety atti tude to which 1 have refeued will enter the picture. The task of providing roads which ate engineered to prevent death and maiming will be approached In something of tb* mate spirit that devotees of a great religion ap proach the task of erecting a magnificent cathedral. The task of providing foods for the estab lishment of courses in driver training in every school in America witt be approached in something of the same spirit that devotees of education contribute to the erection of a great college chapel ox library. It can be proved that all of these measures to which I have refeiiol could be for a small fraction of the ffi^ billion aooosl loss in accidents of all kinds. This waste would more than service our national debt. 1 flut, approached from the humanitarian angle, that isn't the most compelling argu ment for doing these things that need doing if we're to have a safer America. The big argument Is that WE ARE OUR BROTH ER* KEEPER. 96 35th National Safety Congress, 1947 In our Idealism, however, we need not be wholly oblivious to the facts of life with re spect to our highway slaughter. One of these U that alcohol and gasoline just will not milt succorfollyAccording to the National Safety Council, drinking or drunkenness figures in i out of every 5 motorist or pedestrian death on our streets and highways. This can be proved by the statistleal records. But every authority in the field of traSc safety know* that this is not the whole of the story. It is uaivenaQy understood that drinking k era so much more important iha is suggested by the figures given. The fact k that alcohol today k the one greatest contributors to America's tnlc slaughter. And the sign* an point to a worsening of the ccuitlioq before It gets boxer. As b true in many another area of mCery. we know the way to reduce this hazard. But we simply refuse to give application to our knowledge. My tefarnee, of course; k to the stiestiific tent for determining the degree of an indiividuall intoxication. At least j methods bsw been developed and found cgecrivc to assay the validity of that standardised refuse of the driver or motorist in accidents: "Honest. Judge, all I had eras t beers.By some monstrous distortion of logic; die contention has gained acceptance that the use of the scientific test Cor intoncation k a violation of the rule that nobody can be made to testify against himself. In what aaemiai way the scientific test for intoxication difftts from the fingerprinting technique In this regard k something never made dear to me. Fingerprinting k univer sally accepted and used, Aootba point passed over lightly by op ponents of the scientific tots lor intoxication b that they can prove the as wen as the gu3( of an accused person. They sever give false testimony. They never lie. These scientific tests have b-u good in several states with outstanding e&ctivencss. They have served to place the blame for in dividual actideets amt more important, they hare served to remove drinking driven boat ` the roads. Michigan's commissioner of public safety appeared before a session of the national safety congress and related an aimring story at the progvcM achieved in that state through the use of what be called "inioximeters." Other states, including my own, have been toying with the idea for as many as a doses year*. But progress has bees painfully slow. Why? I think the explanation U to be found In the *ct that too many of oar good people -perhaps a msjority--bsve not aa yet been brought to aee the tnfic safety problem in its true proportion*. A citizenry suScfenlly amverted to the traf fic ufoty mare avoid met mead aSestiy by and let this vastly important tool go unused. Tbe situation is 00c that amid be corrected almost arts night by aa aroused public I*w tiled the case of sdcstific teats foe in toxication merely to drive home the point that* the great mam of our people toe as yet been touched too little or not at all by our campaign for highway safety. Many a legislator would tike to give sup port to this and many another measure de signed to cot down oo highway accidents. But be has good reason to doubt whether the people bade home wS "Wand for it,* as be puts it. Mam couvoi&m to the tnfic safety cause has not aa yet taken place in our land. Too 'many of us are yawning in the Eaceof grant ing tragedy. Too many are mying: "It won't happen to me." a malady tint on be doscribed as "OtberfdJowiris." That's wbat leads me to tbe ooedodon that the safety mneaxat has greater need tor evangelists than for as the moment. It isn't additional Uaformatieo we require: itb a spsa* to induce us te apply .what we already know. Evangelkm's task is to make every Ameri can aware that Eaihizc to accept re- ipocuTbility la the cause of tnflic safety k Csilmr to measure up to the "for-- maadards of good dtboihlp. Never was it dozer than am that nor country is going to lave exactly the degree of safety its people duem. and demand. Traffic Section 99 Coordinating the Public Support Program CPcmol Dlbcuaajan) OuatUien Leader--Joum G. Maykx. Assistant Secretary. National Association ot Insurance Agents frrtkipent*; Mm Hojck J. CaASTXU, Staff Manager, The Advertising Council, Inc. Cumton W. Dura, Mgr.. Eastbay ChapLav National Safety Council, Oakland, rfrire W. A. Huocinj; Chief of Bureau of Acci dent Prerauiou. California Dept, ot Mo tor Vehicles Mss. Fun Kmcwt, Pnx, Georgia Coogicss of Pimu and Teaches Don Sunt, Managiog Dir,, Tnfic Safety Asm. of Detroit MR. MAYER: Coordinated support of highway ufity is not worth much until the public understands the program thoroughly* redone* it. promotes it, and obeys it. Yes, until we have accomplished that objective rair work is a long way from bring finished. This is our fob, and the nembot of the organization which we represent, must be- ir tkwwlwi and put forth every effort to tcoompllsh dus end. Considering the accident rate in this coun try today we aa not let up on this work tor one minute. As a matter of fact we must prod tbe public, goad the public, and, yes. vms boot the public if neonmxy to awaken them to their responsibility in the provenlion of strident*. That k one of the most rf;grb amignmmis ever wished upon man, but it is a Job which you and I accept, and gladly so. What are the ofoudn facing us? Carekmatm, todilteaiag bowewn, let ut add an other demem m timt picture--the worn-out vehicles on our highways today. Over one nulltoa cars ten pan of age, and older, and cuh of tboae vehicles can be compared to a leaded gas in which otrefeas handling can eoly result in injury or death to some un fortunate individual. Wbat are the prospects for the removal ri those mechanical hazards cluttering our highways today? One of our tackled this problem, and based his deduc tion* am a liberal estimate of dot ar produc tion. and amt up with the answer--eight wars to rv|ilnie ears ten you* of age or older. And. during that period five million more will become obsolete. Our immediate problem is not only to reach tbe man behind the wheel with our story, but to make him listen. In making that statement I am not unmiodful of the actual work done by the people In this room, nor am I discounting the mountains of litexature that have been published by every organization represented here. However, we must rely on the memory of tbe public in regard to all that has been done, and psy chologists cell os chat "memory" does not exist. You may well ask. what else can be done? 1 have given that question a lot of thought and study. One answer caste to me the other day. and 1 am going U> pass it along to you for what it k worth. - I am fully aware that them accidents do not just happen. A true breakdown of tbe National Committee for Traffic Safety gave me a due In this analysis it was revealed to me that tbe composite membership to all of oar organizations ooxnbm something like lyunonn. That figure Includes a lot of du plications. However, tbe fori........mm that this organization tms over *39000 chapters or units. At the gathering of these local units, we slap each other on tbe back, shake bands, and sometimes sing songs. Timt, of count, is the spirit of our way of life. Do you not belleve that a serious thought might be in jected into these meetings; one that con siders tbe well-being of our fellow citizens? In wbat better or more fertile field could we sow the seeds of safety consdousacm? ta what better place could we sound a con stant note of safety to our fellow citizens? I. therefore, propose to you that we, the coordinators of public opinion, urge that a pledge of safety be recited at the dose of such local chapter meetings. Through that means w* ms make nsariy every adult driver recite our mcsmge of safety, and through repetition we may pomibly awaken the consdousseat of responsibility, thus producing better drlvns. I have prepared such a menage, and a copy of It has been placed on your chair. It has been adopted by my amodation and its 100 35th National Safety Congress, 1947 >3,000 members, and we are working to have it adopted by tbe various dvic organisations. Just this morning it received the unanimous endorsement of the Executive Committee of the National Committee tor Trade Safety. With your permission I would like to recite it. "I solemnly pledge to my fellow men that I will faithfully observe the rules of tbe road. Extend the courtesy of the highway; and. will be ever alert in the operation of my automobile so that whether be be pe destrian or driver be shall enjoy tbe same privilege as 1. with every assurance of safety." The first question addrewed to tbe panel is "What on local groups do to stimulate safety?" MR. SLUTZ; In our Detroit program this' year we have, for the first time, oiled for the participation of organizations which sever before have played a part la traffic safety. Previously, we coaid depend upon tbe news* papers, tbe radio and public oepniarioot to play their foil part- lids yeas we sought tbe cooperation of fraternal organizations, indus trial concerns sod tuck We found that it m sot difioih to !* this support. For example, 1 have here a menu put out by a restaurant wpuiadna, the Saunders Company, in mnocrtioa with our "Watch Out For Kids** ptogiam last Spring. This is ooe phase of oar work. We ask the gnoooy stone* tad the drag scores to cooperate with us. These stores will ramify put large posters in their windows for us, calling attention to the importance of child ufay. Utilities sad various basinets concern* all cooperate frets rime to time. MEMBER; Who pays Cor tbe posters? MR. SLUTZ Is most cases re do. Some times, if aa organization's advertising budget allows, they pay for them, but we always eland ready to pay in case they can not. MEMBER; 1 asked the first quatioe, and 1 will put it differently. If a local service dub came to you and said, "we have six hundred doUan which, we would like to spend on a specific mfcty project la coopera tion with your organization,'* what would you teU chon to do? MR. SLUTZ It dqxodt upon the pro gram. A matter of child safety would vary from a matter of speed. Ordinarily we do not ask fraternal or service organizations to spend a dime. We usually ask them to provide for speakers at their luncheon* or uwctlngi Nor mally we ask organizations to cooperate only in terms of their regular program, whatever it might be. If it is a drug company we saggat. x window display. If it is an organiza tion which advertises a lot we ask them to include promotion of our safety program in their regular advertising budget. Is that an answer to your question? MEMBER: No, it is not. bemuse dubs do not advertise. Businas firms are the adver tisers, and my question deal* with dubs. Tbe Rotary Club docs not advertise, so would you tell them that yaw amid not find a way to use *** yt* WinMht dotlan? M1CSLUTZ No. 1 would not my that, be cause we coaid probably use the aumej. Frankly, we hare not had that experience. MEMBER: 1 would like to ark Ur. Dar lington that question, perhaps he could an swer |L MR. DARLINGTON: I do not think there is a local safety ooondl mmagu who amid not put six bandied doUan is work, aod very effectively. It just dqMswh open your local cnmmmv tty. the rise at it, aod what yow hare avail able, aad amity yosr tool i--usfrai fan* w Far example; If it is a child safety program when the schools are opening aad you had enough notice that six hualied doUzn was available for that program, you amid sec k up well in advance. You amid have the out door porters made. and those ns wtfi taao the money. Then, perhaps, tbe teachers is the dementary schools night want a visual teaching aid which they could ase for a period of three or four years, 1 think the limit oo this problem upon your own imagination. There are raaut things that ran be done with this money to improve safety education |wtigra-- The trouble h, we da not hare enough mane* for our projects--we usually bare too many projects for tbe amount of money raflsMt MEMBER: Why oat have the Rotary Club offer a prize of a hundred doUan for developtog a program to spend five hoodmd doUan? MEMBER: In Finns, we go lnlt> the amaS comnnmitira aad try to get the cooperation of an (nxzracd. W* conduct mSetf [f >< at the various schools; and we also try to get the various ministers to cooperate with us by talking about safety from the pulpit. Traffic Section 101 We conduct contests in the schools, and through the local safety tre-iW, and maybe ibey offer a five dollar priae or twenty-five dollar prize- We also found that It eon my little money to coodnct safety contests or safely week, as we call them in *". We now have thirty-throe local safety cocndli Tbe first thing we did down there was to appoint a safety committee. We assembled a group of men who were really interested in safety work. Their fim job was to get the dty officials interested, to sell them on tbe idea. Once they were sold we then suggested bow the money could be raised without MR. SLUTZ: In Detroit, the Kiwanb Club has cooperated by getting out a letter to the parents railing tbrir aneotioo to tbe care less habits of their children, the habits which cause iffidtnft. This is done with the co operation of the Detroit Police Department. It goes something tike this: "Dear Mis. Joocc One of'our officers saw your child, (naming the chad) almost struck aad per haps seriously injured by aa automobile the other day. This happened on, (so-and-so) street when (the name of tbe child) 'went into tbe street in bunt of a car." Then tbe letter goes oo to ay, "Your Police Depart ment Is my anxious about this child's life, aad could you pcraably help this child to develop more careful habits in crowing the "humbuggery " I use that expression because every time you approach the business men for money In my district they ray they have been bit bard in this respect--they want you to see them next week or some other time. Wc hit upon an idea, and wrat those interested official*. Here is what we did: We had those officials talk to tbe school hoard officials. The school officials gave US the use of their football fidd and everything that gos with it, free of charge. We arranged a football game between the two top teams at the area. When the two rival braoctown teams play it is good for ten thousand dot (an. In this way we oevar hit the ran* communities twice in consecutive years (the) gee hit once in every four yean) for there ate enough teams In the district and tbe top Is owe of the things tbe Kiwanis Club d Driaofefe doing, apd it is one thing tbf rival teams are the only two that play. Then,* we bold a midnight show at which we do ooc ask any person to contribute any MR- MAYER: That is X splendid cuggtf- *---- *hing they might do. If they i* do it with, is to supply t ofay patrol with raincoats. The ay yatml tih are out in all sorts of uhax. and ofecn (hey do not have tbe pm poomafem the weather ail lime. This would be a lasting benefit- e sun would be owned by the school. 1 dudfeari by the school to each patrol. tOWIR Why could you not kin two Is afefc ewe ome, awd promote some kind swfeoy may want where the winner rid he gtraa a la many ag puaphr afeu would like to esodaue am not afford to do so for . k Is a lot betto to teach i arboi they get older. thing. We advertise the ha that if they go to rid* midnight show- they do so in order . to bdp our program, and that the expenses of tbe show are not being paid for by any individual. We divide the money three ways. Onethird goes for safety equipment of all types that vre can get. Second, we provide speakers for dabs, for service group meetings. We do not wait for organization* to come to us, we go to them. We put loud speakers on cm, take them to the dangerous sections, aod ad vertise the hazards, and-so-ou. Now, the third port of tbe money is used in what wc believe is the most effective method. Each police ozganintioo down through our Mate has a totalled pension fund. We donate to these pension foods when we think tbe police departments are I arighS tel] you what we -are going along with us in the enforcement of : in fib wpr1 in my home county-- the traffic laws, if we"do not think they are t a Iftclc distance feme --"--'*( tryiag to raise money for our aXJperating, we do not donate to Cbcif fond. Generally, they go along because they want that donation. -------- --id at the same time coothus they amid do some- . asDsadoct. and that they horii go along with wa. That is our program, and it't ooe that has been ia use for several yean. MEMBER: May I raise *bu point in re gard to the public support program? Is it 102 35th National Safety Congress, 1947 the program we refer to proforionilly as the doing in respect to the President's Confer President's Conference? MR- HUGGINS: I think the mere fact that we have had some ideas suggested here today oa how to activate the President's Pro gram is positive proof that Earl Hall was right in his satemcot that *e do need no> biliatioo and coordination of the publics effort if we are going to win this fight. We are all seeking answers to the ques tions that come up continually in our minds as to how to make our streets and highways safer. And. you men from Ohio. Texas, Hon. ran*. Oregon, and California, and from all the other states in the Union, are wondering bow we can tackle that Plan of Action, that program of life saving which came out of the President's Conference, and apply it to the problems chat exist in the respective com munities. The plan of Action bona at the PreidcaL's Conference was merely the accumulation of the "know how" of a great many men and women who have been working in the field of accident prevention for many yean. That was the first expression of a united approach: a united opinion in behalf of the mobilha* tion of public opinion for something that was really needed, really necessary. That plan aunc back to us first oa a state level. As you know, of course, the Federal governmental departments were organised to do the job from a Federal angle Next, the ball was passed down to the states, and the governors were asked to organise co ordinating committees oa the state level com posed of men who were charged with the re sponsibility of seeing that the laws and regu lations pertaining to enforcement of traffic safety were carnal out. Then the next step was to go down to the counties, and the communities, going right to the very grass roots. To do this, we know, was just plain horse sense. And, furthermore, that is where all this coordination comet in. ence. MR. SLUTZ: la Detroit we fed that we have done an important job la as far as drunken driven are tunoaued. We talked to the traffic judges in Detroit about the im portance of drunken driver*. As a result of our conferences, and the rioMnu'* Confer ence, we bare found that Si per cent of drunken driven in Detroit arc sentenced to jail without the alramtire of paying a fine. We have developed a program around that, and we use the slopn, "Drunken Driven Co To Jail." They do in Detroit. MEMBER: How do you do U? MR, SLUTZ: Well, it is a matter of coo venation mad calling in the'traffic judges and police officials. MEMBER: Do you have chemical tests for intoxication? MR.-SLUTZ: We have no state lav. How ever. in Detroit we use chemical, tests m person* who are adjudged intoxicated by tboe chanbat tests are sent to friL jimilariy, we- bad a problem with the speeder, and finally the ipKiim arete losing their Ucexoca. We developed a program around that. U is a matter of taking tad) program specifically, as n see it. MR. MAYER; t mboold like u caS m Ut. Dreyer to tell of his experiences la coaoeaion with the work be is pafonaing. MR. DREYER: In Oakland re bare shat ' w cm the Mayor's Traffic Safety Committee, and that differ* somewhat from the usual run in that the Mayor'* Traffic Safety Cmoiacc was originated at the request of the safety council, the police department, and otben in the community. We asked the mayor to can together at fast oae representative from cad) of the various organizations in the community. 1 would ay about people am* to the meet ing and every person attending was put on a committee--eight committees were set up, In order to do a state wide job we must have public support. And, the question b: How are we going to bring that about? First, i will tell you about two of them and what they have accomplished since being estab lished last November. we must activate, then we must integrate, Of course, an election au&e along last May and then we an do our coordination. and we had a new mayor, but because of the MEMBER; f would like to ger some *pedisc help out of this if 1 can get it. I wane to know from the panel how they have taken the specific recommendations of the Presi dent's Conference in their dries, and have evaluated what their cities are doing or not work that had bees done and beaus* of its constructive nature, the new mayor continued the organization, worked with it, and even gave it an appropriate budget. Many of the people wondered If the safety council's tunc. tions would not be taken over by the Mayor's Traffic Section 103 Committee, t informed those people that If they wauled a job dooe they should not cure who got the credit for doing it; and that Is the way we fed abont it. One of the two coounitteo to do a good job to date is the Police Committee, which studied the records and found the need for pedestrian training In the community. We analyzed our accidents and found that in (he year 1946 out of 70 traffic fatalities, 50 were pedestrians. The police department started in on small sale arrests. Of course word was passed around to all the organiatioos and the news papers, and the public was prepared. The police department, the judiciary, and all the other depsutments were set up for this program. The polk* department issued about thirteen or fourteen hundred tickets during tbc first couple of weeks and, needles to ay. the rat* of pedestrian accidents dropped off immediately'. tVboi 1 kit borne on (be first of October, out of *7 deaths, 15 were pedestrians. The other active group was a Parking Committee. Three ha* been a lot of quib bling and discussion about the installation of parking meters, and this committee helped the police department and the traffic engi neer* in the installation of parking meters. Ooe of the thing* wc set up with the ju dicial or police judges at that time was a fee of three doltar* lor every violation. There ora* cooridenble evidence of political pres sure brought forth 00 this question in re gard to ocher dries haring a fine of fifty costs for violations. The maximum fine of amt dries was ooe dollar for these violations. Wdl. the Mayor'* Committee, through the Parking Committee, held their line and we have the fine oi three dollars still standing. All of our committees are working at the present time, and I believe they are doing wonderful work in bringing about safer traf fic condition in our oty. One of the commit ted is working 00 a model traffic ordinance, and the city council, at (he present time, is working on the adoption of a "no ticket fixing" ordinance. MR. KAU- As ooe who had a small part in the writing of the Public Support Section of the Proideet's Adtan Program, I can say that the ultimate objective of that whole ieetioa is the formation of a- tool safety or ganization and program doing jure exactly the things that this gentleman has mentioned. We do not care what you all your local safety organization, the point is, it must be an organization set up for a frontal attack on the problem. In most o*ea in cresting this organization you are going to have expenditures, and that is one of the most important reasons why you roust have the public In bade of you, and one of the reasons why it must be a representative group. I know that in creating this organization you have a tremendous job. and I do not know of any group that has completed their job; 1 know we have not in Mason City. MR. SLUTZ: More specifically, we have had traffic judges in Detroit who have been "soft touche*" and. one in particular, who would let the people off with light sentences or suspended sentences. Finally (be editor of a Detroit newspaper talked with this judge and told him that be was not doing a good job. This judge voiced the opinion that it was a little difikult to send people to jail, taking away their driver's license, and such. This particular editor told the judge that they would never support him in an election until be got tough with these offenders, and that he was not thinking of tbc driver* nor of their families nor of thdr friends, but of the people who were killed or injured due to the reckless drivers, and drunken drivers. That judge reformed. See, what 1 mean? MEMBER: f am (ram Seattle, and our traffic court* are not as severe as they are in Detroit, but 1 feel that we have made great improvement* in recent year*. The safety council, in cooperation with the police department, has cur down our fatalities ap proximately fifty percent, and our pedestrian fatalities about fifty-five percent in the last year. We have also corrected our "ticket firing" --if it was ever present. In grnng traffic tickets, one goes to (he mayor. one to the police department, and one to the violator, and at the end of the month each one of the rickets must be accounted for. Through this manner of operation we believe this problem has been solved. MR. MAYER: 1 have a question which 1 think should be explored at this time and that is: What can the various organizations do-to bring about the formation of a traffic safety program in a state where no such pro gram has been started? I believe we hare a pereoa qualified to give an answer to that, Mrs. Knight, Presi- 104 35th National Safety Congress, 1947 dent ol the Cwrjii Congress of Parents and Teachers, will tell us wbat the PTA can do co develop public support for an acadent prevention program. MRS. KNIGHT: Perhaps the best place to start educational movement is in the schools. Today a program is underway in Georgia, which b already functioning in many other states, of driver education In tbe schools. The Georgia Motor Club is furnish ing dual controlled automobiles to the high schools who will sponsor such Hasses and who will provide a qualified instructor, who has received proper eraiding at a special school at Georgia Tech. This has been a project of tbe Georgia Coogras of Parents and Teach, en. who have been concerned with the prob lem of child safety for 50 years. Tbe honor of doth on the highway should be brought home to every community--no matter how small. Tbe public attitude must be changed from one of apathy to ooe of positive war on every individual who refuses to have a simple regard for his fellow man. He should be treated as those fanner victims of nt<i pox--as a social leper to be shunned and avoided. Public disapproval is the only control which will worit for tbe adult popu lation and such public disapproval mutt come through local support groups--churches and civic groups which are hare mentioned. Our traffic officers are doing a good job. 'There are not enough of them. Their jobs are often made difficult bcamc of political interference. The job will never be done as long as a penalty on be avoided or a ticket be fixed. Tbe job is nation-wide and should be treated as a national problem. It seems to me that a problem which involves as many casualties annully as a major war should be a problem of the nation--a problem for Con* jpes*, if it cannot be Handfed otherwise. We need enough traffic officers to make it impossible for people to murder other people on tbe highways. Wc need stiff enough pea* alties--os a national and uniform scale--Co make it unpopular to do so. With some of the best duxens languishing is jails lor awhile, it would became unpopular. It is criminal to murder, to destroy other people's property, to maim and injure others wilfully. 'The penalty for such on tbe highways, how ever. is too often a hnshed-up affair that is discarded with a shrug of regret. We need a program iff traffic education, supported by civic groups--all civic groups-- for adults in every community which has aa automobile therein. We heed to make it socially unacceptable to take liberties with other peoples lives and to disregard tbe rights of others. We need a program of traffic control- in every community where there k an auto* mobile--with sensible regulations and lawt which have teeth in them. We need enough traffic uffirrn to enforce these regulations and laws. The saving in property foams would more than pay their salaries. We need a system of uniform traffic regu and uniformly built highways, de signed for traffic safety, as a national project. We need a further extension of the system of admol boy patrols in all high schools, of tnffi safety training in schools and coDcgts. Above all. we need, as a nation of 140,- mim people, to realise as 140.000,000 Indi* vidnah. our individual responsibilities to our* selves, our state, our nation, and out fellows. None of these will come about unless every state, every municipality, every county, scam a drive through local organisations, to see that tbe job is done. MEMBER: Wc have tbe Mamigisg Di rector of the Inlex-industry Highway Safety Committee here. and. 1 do not think be ha portidpnted in the distnariou. as yet. I wonder what this Inter-Industry Safety Com mittee is doing or planning to do? t know of ooe Instance where they have dooe an 00mending job, and I wonder what they are doing on the state and national level. MR. DARLINGTON: From tbe dbcuattoa here afternoon, I do not think that any of us need to be concerned about projects because, as we all see, there are any number of projects that need to be undertaken, Wc should all support these action programs. Our organization was formed after the President's Highway Safety Conference, ia which the President stated that be would like to see the automotive industry take an active pert in helping nub traffic acodeca. As a result of that Conference wc were formed of three industrial groups: tbe auto mobile industry, the petroleum industry, and the tire Indusay, and have added . National Automobile Osiers' Aamdatioo. Two mem ber* from each of those groups ootntitute our national committee. Each of these men b preddmzt or vice-president of hb respec tive organhation, so we have it at tbe top level. Traffie Section 105 We are now ia the proems of organizing ihe denial of those three" industrial groups on a state and focal leveL Our purpose is to kelp tbe public put tbc aakm pro gram into effect, and to work with other- organiatioos on the fool level in doing that job. The automobile, petroleum, and tire in dustries are very muds interested in seeing ibis program actively put into effect, for highway safety has a direct bearing upon thdr work. Wc go to tbe public official] and find out what port of the action program needs assist- aacc. Then we take two or three projects and assist ia putting fcw into effect on the local level. We limit to not more than three projects beanie we believe if we try to cover the watafiroot we will acaxnpliih socking. We believe in taking aa few as possible, and doing a good job with them. Our next procedure is to organize county and local Inter Industry committees, to go to them and to work. with iw in getting the jsb done. MEMBER: Z have been a public official hr twenty-fire yean.*aod I hare learned a few things. Some parts of this program can be carried out by your public officials, and nose parts of it can not. That should be kept in mind. When the public officials reach a point where they have to stop, then, tbe program needs to be carried out by the public with private bdp needed to complete the program. MR. MAYER: We have another member of our panel bene who has made great prog ress ia carrying out tbe recommendation* of (he President's Conference. and that is Miss Crabtree of tbe Advertising Council. 1 would like to have her say a lew words as to what tbe Advertising Council is doing to carry out the- program. MISS CRABTREE: The advertising phase of the safety program consists in preparing a lot of advertising that an be used locUIy. When you take on that kind of job you run into a lot of problems. We divide promo tional activity into three phases--tbe radio, the newspapers, and the graphics. On tbe radio, we bare as a contribution to the Advertising Council ooe commercial oq each of the three network programs. That commercial on be in support of safety, or other public service work. To date, tbe net work programs have been carrying safety advertisements at least ooe week out of the month. These mongo go Into the bouse and are repeated over and over again, so we do bare a terrifically Urge audience for these safety program*. With newspapers we have prepared adver tisements on three phases--traffic, form, and home safety liming at load pres* use. These advertisements have been sent to newspapers, county teat weeklies, farm journals, and to on. There ue over right thennand of those advertisements running now. and before tbe year is over we will have over twelve thou sand, I aa hoping hk will go to twenty-four thousand next year. We are working on a national basis with the graphics, billboards, three sheets, 04 sheets, and magazines. We are not doing anything with local publications, except as they can use the advertisements. So our program in this respect is mostly on a na tional bam, Here is ooe of the slogan* we are putting acrom to.the public, "Be Careful, The Life You Save May Be Your Own." 1 rnfatctumA' 35TH NATIONAL SAFETY CONGRESS VOLUME XXV WOOD PRODUCTS SECTION N A T I 0 N A L S A F E T Y COUNCIL, INC. 20 NO. WACKER DRIVE CHICAGO 6. ILL. Foreword rT^HE Transactions of the 35th National Safety Congress and Exposition of the NationaJ Safety Council are pub' lished in 29 volumes. Volume I includes the Annual Meeting, Banquet, Women's Activities, Index to all volumes and List of Exhibitors. Volume II contains the ASSE Session and the Industrial Subject Sessions. Volume XXIX contains the Early Morning Sessions, "Psychology You Can Use." Each of the other volumes is devoted to the sessions of a single section or division of the CoundL The transactions are a record of the proceedings of the Congress, condensed and edited for reference purposes. The complete original manuscripts, many of which contain charts and illustrations which could not be reproduced here, are available in the files of the National Safety Council. The National Safety Council seeks to eliminate from dis cussion matters not pertinent to the aims of the Council. However, It cannot accept responsibility for the views ex pressed aft the Congress or in this record. It is expected that the new format of these Transactions will permit wider and more effective use of the material re lating to various fields of safety. At the same time, the whole set provides a complete and indexed reference work on all phases of accident prevention. THE NATIONAL SAFETY COUNCIL SO Norik Wacksr Mr* Chicago 6, UL ituyu nv.UA. 35th National Safety Congress Transactions THU VoL Annual M--fog. Banqoot Woman's AetfvUse. M*k to cdl Vohnrea and Rililhftnr*.........................................1 KtesHrow Snctor of Safaty En^iMis and flnHirt 8--laai. 2 Aircraft Mtiiiufacturlnq 'SscBon ......................................... .. 3 JUr ftamport Sacfloa,....................... ................................................4 Antemottrs and MucUns Shop L 4oa.........................................5 Csmsnt and Qaazrr Sscfioo.............................................................S Chsmical Ssetton ...................................................................................7 Coed Saction,..........................................................................3 Cemmsfdkd Voided# Stcfloc............. 9 Co&atndtott Sscffam.................................................. Food Section ............................................................. Industrial Hunbg gartfom............................................ Meatus Sseflon.................................................................. Meal Parking, Tamring and UilUr Indsartri-- Ssedon............14 MotaU B#cCom .......................................................... Mining Ssettop ......................................................................................13 Paper and Palp SecSos................................................. Petroleum Section ...................................... .13 Power Preee Section................................... .13 Public tnfflttes Saettoa ............ Bnflroad fl>eHee.............. Bdbber Secdoa................. .93 .91 .21 TeadOs Section................................................................. Traffic Section............................................................... Wood Products Section.................................................... Farm Safety...........................................................................................23 Bams Safety * * - - *...........................................................................27 School and CoDsgs Ssmioos...........................................................39 Psychology You Can Use (Eady Morning 8isHon)...............23 PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES VOLUME SIZE TO toMUfii , f to f copies io to copies too to fff copies toooormor* Lob than 14 pago-$ jo ea. %4 to <8 page*- as * $ .1$ u JO " 9 .tj ea. M* $ * u JO " 49 to 96 page*over 96 page*-- *55 " ^9 " y* " *45 " JO " 45 " 3 " -45 - Complete set of Transaction* (*9 volumes}--$5.00 NON-MEMBER prices are double member price*. 4 Wood Products Section Executive Committee 1347-1948 General C/urrman-LOUIS GLAZER. Dierts Lumber and Coal Company. Kansas City. Missouri nce-Chsinnon-JACX. DUNMAN. Tbc Mengel Company. Louisville. Kentucky rux-Chsirman (Western Regioo)-TED KEENER. Crown Zellerbach Corp.. Portland. Oregon Secretary--JOHN A. BUTA3. Brumwich-Balke-CoUcnder Co-. Muskegon. Michigan News Letter Committee-]ACK DUNMAN (Editor). The Mengel Company. Louisville. Ken* tucky; tL S. BAUCOM. North Carolina Industrial Commission, Hickary. North Carolina; WILL D. JENKINS. British Columbia Lumber and Shingle Manufacturers Amodadon, Vancouver. B. CL, Canada; BERNARD C. HARTUNG. Vaughn Millwork Company. Reno. IB Nevada; EUGENE F. HANSON. Edward Hlne* Lumber C^ Hloea (Harney County) Ore* U gon; JOHN A. DAVOXA. Great Southern Box Co-. New Orleans. La. 12 Engineering Committee--STEPHEN R, TOTH (Chairman). Grand Rapids Safety Council. 13 Grand Rapids, Michigan; DAN ADAIR. Dept, of Labor and Industries. State of Washington. Olympia, Washington; WILBUR J. SMA1-K, Michigan Mutual Liability Insurance Co... IS Detroit. Michigan; J. W. PRESCOTT, H. R. MacMillan Export Co. Ltd, Vancouver, B- C; L,, W. HAGERUP, Lumbermens Mutual Casualty Company. Chicago, 11L; JOE T. DUN* 17 LOP, JHeAs Lumber k Coal Company, DeQueen, Arkansas; ARTHUR FRANCIS, Work* men's Compensation Board of British Columbia, Vancouver, B.C4 ARTHUR J. SHAY, Zurich Insurance Co, Chicago. Hl4 J. R. RADFORD. Chicago Mill and Lumber Co, Tahiiah. La. Membership Committee-ROBERT W. HUTCHINSON (Chairman). Manh and McLennan, Chicago, Illinois; EDWIN P. SCHULTZ. Zurich Insurance Company. Chicago, Illinois 33 Program Committee--WILLARD BOTTOMS (Chairman), Farley and Loetacher Company, 24 Dubuque, Iowa; V. I. CALKIN, Ammon Seating Company, Grand Rapids. A(ichigaa; 23 CHARLES' H. JONES, Michigan Mutual Liability Insurance Co, Exchange Bldg, Chicago, Jllinots: JAMES B. WISEMAN, E. L, Bruce Co, Memphis. Tfenn. Pinal Aide Committee--C. B. CANNON (Chairman), Industrial Safety Educational Service, Chicago, Illinois Afembers-at.Zarge--*R. F. CALDWELL. From Industries, Shreveport, La.; S. T. DIBSDALE, Philadelphia, Pa4 *0. C. BOILEAU, R. C. A. Victor Division, Radio Corporation ol America, New Jersey; *J. C. WILLSON, Lumbermen's Mutual Casualty Company, Chicago, *J. H. 1 *, Rockford, Illinois; *H, J. KELLEY. American Seating Com pairy. Grand Rapids, Michigan; *J. A. PURDY, Michigan Mutual Liability Insurance Co. Detroit. Michigan; *M. C. GOODSPEED. R. D. 1. Harborereek, Pennsylvania Staff Representative--GLENN F. GRIFFIN. National Safety Council, Inc. Chicago, Illinois fait General Chairman 5 6 35th Notional Safety Congress, 1947 MONDAY AFTERNOON SESSION October 6, 1947 Presiding: LOUIS CLAZER, Insurance Manager. Dierks Lumber and Coal Company No Safety Today--A Radio Show Directed by: WILLARD C. BOTTOMS. Per sonnel Manager. Farley Be Loctscber Manufacturing Company featuring.- THE AVENUE PLAYERS Bob Coethals--Director George Mallory--Amistant Characters: Nanalor Nutley--the man to be sold on ufey. Cookson--ih* man who sella him. Mary--Nutley's secretary. Superintendent -- the man. who brings tbe bad news. Announcer: Tbe program originally sched uled for this broadasc period will not be heard. In its place, we pie* sent a dramatic story in the public interest. It originates in tbe Wood Products Section of tbe 35th An* nual Safety Congress, being held in Chicago, under tbe auspices of tbe National Safety Sound: The Phone Rings Nutley: Hell-oh. (Angrily) Now, look! 1 ENOW there's been a lot of street vridrow, but let me tell you--I've never been in one in my whole life. L haven't time to serve on com* ^ milted, and sit is on councils. If people would bring ibeir brats up to look both ways, and not use tbe streets for playgrounds, they wouldn't get hurt. Good byel Sound: Receiver Banged Down On Cradle Sound: Buzzer Nutley: Come int Sound: Door Opens Nutley: Well, what is it? Mary: Your file on Parkinson. There's a gentleman to see you. Nutley: Show him in. Mary: Yes. Ur. Nutley. Sound: Door Opens Mary: Mr. J. D. Cookson. Nutley: Ah. good morning there. Mr. Cook* wo, . . Now that name's mighty familiar. Cookson: Of course. J. D. Cookson, President of th* Cwjfcwiq Chair Company. We were 00 the Industrial Com mittee in tbe Victory Bond Drive, Nutley: together. Of course, at uwa We sure put ihu one over. But you know, frankly, I*m glad the whole thing's over. Mood hood drives. iwiwunily choC. ptfl ... *n every day bad something different . .. a earthing extra to do. Cookson: I sort of gsc to thinking that all throe things enlarged my view point. E got to see people, hun dreds of people, thonesnrfa of peo ple. . . and I began to see thing? in toms of people. Aad now that it's over, we have another fight on our hsrriSi Nutley: Another fight? Cookson: Yes. I'm talking about the fight , *pi" accidents. * Nutley: (Grants) . Cookson: For instance, that fellow Molland who used to work for you-- Notlcy: Sid Holland was always crabbing . about guarding machine*, trying to tell me this place was unsafe. Why I've worked on every machine in the shop. Sure I've had sedHwe, minor ooo, but that's put of the g*"^ Cookson: But h it? Sid hasn't had an acci dent since he started working for me--he's a darned - good worker. Thcxeh one thing seme of us lose sight of--aad that is production cf* fidtney and prevention go hand fas hand in a well man aged industry. Notlcy: * Wait a uiMtri Are you trying to tefl me that I haven't got a well* managed plant? Cookson: Cool down! What Tm trying to tell you is that yon can ent year pro duction cats, speed up your vol ume, and keep a better dam of workers on your payroll by an Wood Products Section 7 orgroued safety program in your phut men lib Sid Holland. Nutley: Did you read that nxsewhere or are you talking horn experience? You're darned right l*m talking from experience. Three years ago, I decided bx aeddna were an waste and that it was up to me to do something about them, ax leas as it affected my plant. Nutky: Cooksoo: And did you? (sarcastically) Look here--(pointing to a shea) figures don't lie. Notice bow my production per man hour has gradually increased, while costs have remained static--and here, notice my cost of insurance--$3000 saved Ust year, and I expect to make an even grata raving this year. Nutley: lat me see that a minute. Jjooo! Weil, now you're talking my lan guage. -But how did you do lx? Cookson: WeU. 1 was green at this game when I first warred out, but on the advice of the insurance inspector, 1 joined the National Safety Coun cil. and for a week 1 studied the literature they sent u> me on bow to organize for safety. Then 1 had a talk with nay men, and. believe me, they see all for it. We started looking for dangerous places, poor lighting, sloppy housekeeping, un guarded machinery. I was amared. Wonder we hadn't bees having more accidents. Nutley: But alt of that com money and Cookson: Ho what! You spend mooey to make money, don't you? Here's tbe pay off--the next time tbe in surance inspector came around be recommended a reduction in my rate--just a few cents, yes, but it ' was a step in the right direction. Now my rate is fe.17--died that against your H-97Nutley: You may have sewnrthing there. Do you think I could do it? Cookson: Why, of course, you can--provided you are 100 per cent sold 00 a safety program. Unless you are sin cere, your men will seen find it out, and tbe whole thing wtD flop. Every sacceaful safety program must start with top management. Nutley: I'd like to think it over. Would you object to my visiting your plant U> see for myself just what you did to make it safer? Cookson: Not in the least. But there's no (ike the present to gef started --frankly. I came over here today to try to *l| you on safety, first, and secondly, to gel your applica tion for membership in the Na tional Safety CoundL Nutley: I knew you were up to some thing; Cookson--I'm definitely in terested all right, but-- Here's an application form, sign it now. and 111 bold it until you give me the green Ught. Nutley: High pressure stuff, chi Sound: Door Opens Supt: Bill, there's been an accident] Nutley: WeU, why tell roc? Get the guy to the first aid room and call a doctor. Supt: Bill, . ... it's jack. Nutley: Jack! My sonl What happened? Supt: He cut his hand in that dado ma chine. I know it ought to have a guard. Nutley: b it bad? Will he loec it? Supt: I don't know. But I think you ought to see him. He's pretty badly shocked. Nutley: (Crashed) 1 guem I -had it coming. Where's Jack now? SupC I called an ambulance and sent h<w to the bropitaL We're not properly equipped to handle any thing tike that here, you know that Nutley: 1 know. This licks me. Cookson: It needn't. Nutley: -You don't know. You don't know the half of it. The boy's mother. Shell have a fit. She didn't want him here. I guess I better call her. Sound: Fbooe Rings Nutley: Answer it. somebody. Tell them I'm out. Supt: Nutley Wood Products. Office of the President . . . Yea, 111 put him on (To Nutley) Tbe hospital. They want you. ... Nutley: (Tired) Hello . . . What's, that? ... He wont? ... Grail Wonder* 8 35th Notional Safety Congress, 1947 Supt: Nutley: Sound: Nutlcy: Sound: Mary: N'uUey: full ... He says what? .. . You tell him for me in take ore of it right away. Tell him IU do better chan that . . . She did? .. . That's a re tie! . . . Gee . . . thank* a million . . . Thanks two million . . . Yup. Cbye. Well? Cookson, Glmmec that blank. Pen On Paper Writing. We're going to hate the niot, most accident proof plant in twen ty states. (Calling) Mary! Door Opens. Yes? Oct toy insurance men on the phone. Tdl him 1 want a complete survey of tbc plant, all facilities, and all personnel. I'm oo a safety crusade, Mary: Yes, sir. Sound: Door Qoscs Cookson: About Jack? Nutley: He won't lose late band. This is my lucky day. Cooksop. I owe you a lot. Cookson: Skip it. Skip it. You sec, I got what 1 wanted. Nutley: And that was? Cookson: t got my member for the National Safety Council. You got something. - too. Nutley: Don't l know it. brother, don't 1 know it? Hazards and Remedies in a Wood Products Operation. (Panel Diacuaston) Discussion Leader--<X Amnnt Baucz, Execu tive Vice-Pre*-. L. E, Bruce Co. Participation; John A. Burax. Safety Dir., Brunswick- Balke-CoUender Co. Jack Oumu.-. Safety Eng.. The Mengd Co. L, W. Hacexlt, Safety Eng, Lumbermen's Mutual -Imuraocr Co. Ctusus fL Zcntrk. Jl. Chief Eng, T. H. Mania k Co. MR. BRUCE: The first quothm in "How do you know if a high frequency gluing ma chine m off or oo?" 1 believe those machines do not make any noise, and you cannot tdl whether they are on or off. MR. DUNMAN: Cluing with high fre quency is using an elcctnc current and cyde frequencies stepped up to millions of cycle*. t will not attempt to name the number, be cause I do not know, and I firmly believe the inventors of the machine do not know. We do compare the high frequency machine with a radio transmitting station. Now. bow can you tdl when the high fre quency machine Is off or on when the press is situated at the ride, back, or in hunt of the machine? 1 would tike to go a little fur ther and ay that the voltage oo the hu<*im may be entering at no, and it may be com ing out at several million, and there is defi nitely a ti.-u.-trd there- There is. therefore, a reason for anting to know if the machine is off or on The machine has small pilot lights, the sire of the top of an ordinary red. off: green, on. In our company we have lights in scries with these small pOot lights. They are 85 watt lights, easily visible, and mounted directly oo top of the pros, up in the air, so the operator or helper or any ocher person around the machine will know if that ma chine is off or os. MR. BRUCE: Another qucaieo. "How about radio interference bout high fre quency madunoT MR- DUNMAN: As the present time the Radio Commission or the rnmitnicirtnn Commission of the United States Csmuxot asks for a test on these macWaca wbrm they are installed In plants. In regard to the so odd widtina which we now knr to use. we have sealed these with copper seals or alo- oxinum seals to as to cat down the busier'cnce with radios. Tbe companies manufacturing those ma chines have testing tracks, approved by the Radio Commission, that go out into tbe ter ritory around your plant, and actually tunc in on your machine to see If the frequency Wood Products Section 9 is interfering with tbe radio frequency of a particular station. We go a tup further, by endedng in cop per ducts tbe lead from the low voltage ride of tbe machine, and the lead from the high voltage side: the one that runs into millions of volts to tire press. These ducts are ground ed to tbe water pipo; therefore, we do cut down tbc current that might go out over the air and interfere with radio circuits. It is not only necessary, but a radio com- uoisrioa rule, that that particular job win bare to be watched when you install it. MR- BRUCE: How do you get tbe stock into the aachloe? MR. DUNMAN: Now. we are getting away from tbe high frequency machine into tbe press, itself. Remember, tbe high frequency machine a nothing but a radio transmitter sitting on tbe Boor. Tbc presses, so Ear as 1 know, are not man- ubound commercially. We manufacture our own preams. We use what we call a "shot gun" feed operated by compressed air. and as our material comes from the saw across tbe ghre spreader, it automatically goes into tbe prem. In any edge gluing, you place the stock ia damps, line then up, and forget about It for about four or fire hours. In this opera tion your stock goes into tbe press horizontal ly. tie pressure come down, and within *4 seoaods you do the same job you hare been doing in four or fire hours. Tbe "sWjtgun" feed 1 mentioned is only a plunger feed and shores the material in under the pros itself. MEMBER: Is this transmitter sealed in lead, tbe one as your x-rays in hospitals? MR. DUNMAN: No. there is a difference between tbe radiations from this machine and those from art x-ray machine. MEMBER: Is there a danger of sterility of any |wiw working around those machines? MR. DUNMAN: The man who invented that wffhtwg was married a week before be started working on it, and he has been work ing on ic for eight or ten yon. He has fire children! MEMBER: I hare been told there is a great danger of being burned, and tbit be cause this is a high frequency burn, it would not be Edt at fim? MR, DUNMAN: That is a my definite hazard. When they were first experimenting frith it, and when the machine was in an experimental stage, one man was killed. He was killed due to the fact you do not feel tbe burn--all you feel is the beating of your arm from tbe inside. It wilt take m medical man to explain that to you. However, if you were to put your hand between the electrodes on that machine, you would not feel any bum at all on tbe skin; you would feel tbe heat ing from tbe inside; and, probably, by the time you felt it, you would have received a very severe buns. We must have ways and means of pre venting these burns. The machine now ha* doors, interlocked with electrical switches. When the machines were first invented, any body could walk up and cake a look insrdc. Now, if any door opens, the current is cut off. We go one step further by building a cage around the press, and this age is so arranged that tbe door tbc operator raises to go in and out is also tmer-locked, and when this door b raised tbe current goes off. We bare another crude way of testing the prases to see M they are hot--remember, they hare got to get as hot as any machine--by taking an ordinary fluorescent lamp tube, and walking around with it in your hands. It tights up at certain places around tbe ma chinery. We try to seal these machines so that tbe fluorescent tuba will light up only about rix or eight India away from the ma chines. These bulbs are not attached to any wires at all, you just hold them in your hands. MR. BRUCE: Mr. Dumaan, is it Important in tbe installation to ground the frames of the machine? MR, DUNMAN: It absolutely b necessary as it ts in all electrical installations. We insist that the'machine frame be grounded, and we insist that tbc press be grounded, and I man a positive ground, t do not mean by this that somebody should go in and take a clamp and screw it on the machinery. We mean a positive ground sweated to a water line some where. We mount the machinery on steel plata on tbc floor, so that the operator and helper arc, at all times, standing on a steel grounded plate when the machine U in operation. MEMBER: When the material coma out of the machine, is the glue tine hot enough to bunt a person? MR. DUNMAN: Tbe glue line is not too hot to handle with bare bands. MR. BRUCE: As K undostand it, there is 10 35th National Safety Congress, 1947 no actual contact between the high frequency machine and your press. itself; It is merely the rays-- MR. DUNMAN [Interposing]: No, there is a contact. There are two electrode*, one on the bottom and one on the top, or there could be several; so. the rays pas* from elec trode to electrode through the material. So, your hazard is. first of all. contact with the high frequency waTes. MR. BRUCE: Is there beat any where? MR. DUNMAN: The only place you find heat is when coming directly in contact with it, and it Is seldom very hot. MR. BRUCE: Many of us have had ex perience with the so-called diathermy in medial treatment, and we all realise those treatments produce a sensation of mild heat, it is not uncomfortable, and, yet, it is the. same situation as here--the heat is going on internally, and then your bones sun to ach ing when you get too much of that sort of heat. MEMBER: What is the cure, if any, for these burnt? MR. DUNMAN: I am happy to say we have not had to find one. As 1 said before, the only had acridenl that we know of was the death of the man in Baltimore. I will say that the engineers who are work ing on these machines are working constantly with safety engineers in making them Just as safe as possible. I believe it is the safot machine that we have in the entire plant. The things we have to watch for are (be things our people do. MR. BRUSE: And, as against the old way in which you used to glue, and the accident record, you have got a machine now which will cut down your accident rate In the op eration of gluing; is that your opinion, Mr. Dunman? MR. DUNMAN: Absolutely. MEMBER: Is it ever necessary to exhaust the machine? MR. DUNMAN: There are no fumes there. The only fumes you get axe bom the formal dehyde bom the {lot, which is a problem at any time. MEMBER: Is your operator guarded against electrical shocks? MR, DUNMAN: Yes. be is guarded due to the fact he stands on this steel plate under the press, itself. MEMBER: Do you have marry failures cm your products after they bare gone through the press? MR. DUNMAN: Failure on the products is negligible. MEMBER: Z>id you say that you cut down the stray rays to the point where a fluorescent bulb would light up only Six inches boa the wood? MR- DUNMAN: That fa right. It U merely a matter of shielding;.if it will light up five feet away, you bare got rays coming from that machine, and you are in a bad shape. MEMBER: Then, it is-a matter of shield' ing in order to prevent tbpse Any rays? MR- DUNMAN: That U correct, shielding and grounding all the. way throughMEMBER: He said the operator stood on a grounded metal plate. 1 wonder if it would not be better for him to stand on a nonconductor such as a wooden platform? MR. DUNMAN: Well, that bring* us that old argument the public utilities have'been fighting over for many years-you remember, standing on an insulated platform to throw a switch. We stand on steel grounded plates, and 1 am not going to try and answer that ques tion. MR. BRUCE: 1 wish we bad a utility man in bere, because be could probably give m some ideas why it is safer to stand on a grounded plate Una oo a non-conductor. MEMBER: I am away behind on this mat ter, and I brought up this point because we are doing that in our plant--wc are putting wooden platforms under switch boxes far the purpose of being nou-conductors, and if 1 am wasting money 1 would like to know about it. MEMBER: I think you fallows are baring trouble became you are talking about dif ferent thing*. Surely it Is proper to insu late yourself for pnmtba against current* pawing through amdoctoo, but what we axe doling with here is radiated energy pass ing through the air or through any substance that is present. Here you ground yourself so that your body will (save the om potential as' the ground, very much as you ground yourself to keep from accumulating a static charge. MR. DUNMAN: That expremes it very wdL MR. BRUCE: We will move oo to the sub ject of lift trucks. MR. ZE5KEY: These tracks' axe coining into sure and more general use in the plan Wood Products Section 11 ing milk, aod tin in the woodworking mills in the Sooth. Wags are going op, cheap labor la a thing of the post; and, therefore. we bare got to do more things mechanically. In our place we esc a great Dumber of Ufa trucks, aod we found that there is a hmid connected with those that we did not have before, when we used tbc slower moving lum ber buggies to transport our stuff from ooe part of the plant to the other. Ooe of the wont accidents we hive had this yor involved the tuc of a lift truck. We bad a giri operator oo this lift truck: she was going down an incline ramp, and was apparently not paying much attention to where she was going and what she was do ing; she made a sharp turn and turned the thing over, crushing her foot, and as a re sult. lost four toes. Now, another problem we have had fa tbe over-loading of lift truck*--they build up tbe load too high, and the lift truck op erator can eat see who* be fa firing. They usually try to run faster t*vp they should. An operator gets into one of these lift Dads, and be gets a kick out of driving it at a rapid me of specif down tbe tramway or through an aisle. Those are some of the problems we bare tried to overcome. When you use a fast moving vehicle like this, you should definitely establish certain afak* for these trucks, became you do not hare time to dodge in and out. If you hsve a dottered floor, your lift truck will not operate cSdcmly, and ooe of its advantages is. of coarse, that it moves quickly. You do not want it to more too quickly, but fast enough to get your stock to where you want it to go. and with no unnecessary time lost. We have tried to establish definitely marked aisles far tbe use of our lift track operations, and we try to keep all material out of those aides. In some plants these aisles are pretty mudi congested, and it fa a problem, but this it tbe only way you can get efficiency out of your lift crack. You should have, definite arms in which this truck operates, and noth ing should be placed in tbe way of it. MEMBER: This might seem to be a minor problem, but fa there any paint that will stay oa tbe lower prongs, to avoid the bzcard of picking up'somebody when crowing tbe roadway? We have tried to stripj~oan, but tbe paint wean off* in about twenty hours. We go across a highway with ours, and the lower prongs when tbe lilt is empty are scooting along about a foot from the street, and people bare a tendency to run into it. MEMBER: We use chrome paint In our tanneries, where there fa a great deal of add. MR. BRUCE: Docs it stand the abuse? MEMBER: Very much jo; if it will with stand animal fata, it will withstand anything. MEMBER: Would you recommend the toad be below tbc line of visibility? Most loads do obstruct the view. Do ^ou think it would be safe to look around (he side? MR. BRUCE: 1 think definitely tbe load should be kept below the line of vision of the operator. You know you can put your lend away up in tbe air, if you want to. but when you travel it fa diSkuit to ut, and it was durigned to be carried at tbe low point. If the operator out not see where he is going, be fa in charge of a very dangerous machine. He has to depend upon tbe other fellow's getting out of hfa way. 1 definitely think the fond should be kept below hfa line of virion, and in driving it should be to tbe lowest point where tbe prongs vrtU go. MEMBER: How about making tbe truck run backward when it fa loaded? They run just as well backward as they do forward. MR. DUNMAN: Tbe seats on these trucks are made so that they will turn around. MR. BRUCE: I also like to mention the fact that to expensive equipment of this sort, you do not want just any employee operat ing it. You should have special employees operating this equipment. We also hare the problem of the speed of these machines u they move around, and opaate in relation to rite load. There are many problems in this connection which must be taken into consideration. We have made a careful study of the con ditions in our plants in which we have these lift trucks, and as a result, we have had no serious accidents, as yet, in the tuc of this equipment. MEMBER: We made a study sometime ago on electrioHy operated hand trucks In rela tion to accidents, and we found in our study that a good deal of trouble is encouraged when you bare change o! personnel operat ing one truck, and then put them on tpe other trucks. There fa a great need in the standardization of lift trucks as well as in all other electrical tracks, MR. BRUCE: We use lift trucks around 12 35th National Softly Congress, 1947 dip tanks where we use a chemical for seal* mg the wood against moisture, and it also has toxic qualities. The solvent used with that draical has a dash point about that of fcocaeae. and we have been somewhat worried about these lift trucks operating around these ranks where the fumes and vapors might possibly become ignited through backfire or sparking, so. we bare equipped certain tracks that are used around the dip tanks with what the manufacturers cal) a protective assembly--!be rahaim goes through water, and I think three arc robber caps placed around the sparkplugs. There is a real hazard three of an explosion caused from ibe backfire of mm of these trucks. MUIBQl There is a deeded hazard three, depending upon conditions, of course. We do not aDow any tost of lift with a gasoline motor or ekctric track into an explosive area where three is a possfbOity of a back fire or any sparking- One must study the condition* under which you are operating. If ibesc dip tanks are in an open buQding where the (naves are not confined. 1 would uv that you arc rather safe. MIL BRUCE: Here is a question that has been handed to me- "Do you guard the trucks for protedwn of operators in case the load (alb back m the track?" I suppose that means to guard the operator r driver? MIL. ZESSJEY: That question may have been asked leans three is a tendency when some o( the --illrr lift trucks are used in side the ptm to pGc packaged material higher than the standard on the boot of the truck. CH course, the only answer in prevent ing the lend from faOing backward on the operatot in case be goes under a suspended bridge or something h to place a guard over the machine itself; that is easily done by welding pips on the front of the machine in an arch over the opreafor so that be can n't under it all the Use. MR. BRUCE: There is the quotioa of em ployees riding the forks. Of course, the an swer to that is that il is a dangerous proce dure and should not be permitted. MR. HAGERUR: I would like to know if any of sou usoaibcis of the audietsoe hare had any experience of driving the gatury type' carriers on the streets, and, in this particular connection. I know of severe) reset of jeeps and motorcycles going underneath these un loaded carriers, and it has driven the driven about crazy. Da you have any sedation to that? MR. BUTAS: Wc do have a solution to the problem. We have a suspended rail in back of these carriers, and who it is un loaded. it swings between the wheels. MR- DUNMAN: Yes, we have the same solution and it is being used in Louisville on all the rerrires. MEMBER: Mas any person bad any serious accidents with gantry-type lumber camera? We have had a couple of small accidents. MEMBER: We have never had any acci dents with them- IfCMBER: t know from reading the acci dent reports there have beret a great many fetal accidents Crum them, people being run over by them, MR, ADAIR: We do have thousands of those carriers operating in oar lumber milk on the West Coast, and wc have bad a lot ot serfops accidents. I know of one case where a dock $o feet above the ground gave way. and the operator and a couple of other per sons working in the area plunged to their death in the river below. We have lumber docks where they pomibly drive these carrim too fest, and possibly slide on wet floors, and tip over into the river or the sound. We have a lot of fates where the driven go too fest in narrow paaage ways, around the cor not of the mills and buildings, and bead .on into outer lumber trucks, and similar equipment. All of those things are simply due to improper methods of operation. MEMBER: I know of one occasion last year where a carrier operator applied hb brakes suddenly, causing the carrier to tip forward, throwing the operau>r to che floor. It so happened all be got out of it was a very sore spot on the seat of Us posits, but it could bare been very serious. I to the fellows about this, and of count, they all declared thoe were always dunces of acci dents. MEMBER: It sounds like a case ot faulty brake adjustment. BCR, BRUCE: We will move to the sub ject of accident and bealtb hazards which are related to tbe handling at glues. MEMBER: Do we have any particular in formation in regard to dermatitis caused by these glues, On a man who is perfectly dean ges this Is it caused by a previous skin cooditioo? Our experience baa beret mostly that of a previous skin condition. Wood Products Section 13 MR. ZESREY: I have encountered a lot of different kinds of dermatitis In our par ticular business. We have found that many diffreent types of chemicals can cause derma titis on some one. ( think it might be a ques tion that comes up in connection with lum ber dips. We have found that tbe safest lumber dip will cause a dermatitis on one person, and not on another. Oqr solution to that problem U to put the dark skin persons on those jobs that might cause dermatitis, and also try to keep those people dean. And, in answer to your questions, spe cifically. I think we ran safely say, regard less of how dean a person is, we are liable to encounter dermatitis with any industrial chemical. 1 would like to hear some more specific ex perience* on that because it U something I think wc are all particularly integrated in. MR. DUNB1AN: 1 think the best solution, regardless of what the salesmen and the catalogs tell you. is to provide hot and cold water, and good soap at the actual operating points. 1 mean in tbe particular area where the men are working. See that your super visors instruct the men to wash their hands, lace*, and arms three or four times a day: it will not hurt them: and it certainly will rut down on your dermatitis. Now, coming to the man who is allergic to it. We put two men on the job; one it rgic to it: and tbe other Is not. You can Cutter transfer tbe man who is allergic to it or send him to a skin specialist, which we do to find out the cause of the rash. In some rases you would be surprised to find out what causes the rash. We had one man who was tbe source of trouble for years to the first aid department, and we finally had him take a skin paid: test, and strange to say nothing happened: we then sent him down to the centra! clinic and found the answer, syphilis, MEMBER: What property In your glue are you having the most trouble with, and bow are you handling it? MR- ZESREY: Formaldehyde, as far as we are concerned. You will find this danger ous, not in the mixing, but in the heatformaldehyde win not give off toms until it is heated to a certain point; so we devote a lot of time and money to this problem, and we have put vents over the preset to pul) the fames up. You can take some people working within three or four feet of those formaldehyde fumes, and a rash breaks out on their feces. MEMBER: U this only true when the formaldehyde is hot? MR. ZESKEY: Yes. only when it is hot. You heat the stuff, and that causes fumes, and that is when your trouble starts. MEMBER: I would like lo ask a question about protective gloves. We have a problem around the dip tanks. We are using a neo prene glove, and tbe life of those gfoves is just about two days. The chemical seems to soften the protective coating, and another thing is a certain amount of abrasive action when they are handling the levers that con trol the elevators which lower the stock into the dip or raise it. 1 have been wondering if any person knows of a protective glove that stands up and gives service for a reason able length of time. We finally hit on the idea of putting a canvas glove over the neoprene to take out the abrasive action, but usually the slock size of the canvas glove is so small and the neoprene glove is usually pretty targe, and when a canvas glove is pulled over the neoprene glove it has a tendency lo curl the neoprene glove and makes it uncomfort able to wear. We tried to get an over-sired canvas glove, but they are not made, and the manufacturer wc contacted was not in terested. ( wonder if any of you who have provided rubber gloves for your men around any operations, have found one ihar stands up under abrasive wear, and chemical reaction? MEMBER: The only thing l have found that would help in a situation of that kind is to proride a simple piece of hand leather which the person could slip on when he had to use the gloves. When be is handling ma terial of any kind, he simply lets tbe hand leather drop down and uses that. It it a tittle bit cumbersome until the operator gets used to it. We also tried the glove over tbe rubber glove Idea, but that did not work for us richer. MEMBER: Our experience with the canvas glare was similar to that which you experi enced. However, we simply nude a die and cut out some gloves; -that was the best wc could do, cut them and make them our selves. MEMBER: Wc furnish a canvas glove im pregnated with neoprene, and we get good results with that, 14 JStk Notional Safety Congress, 1947 MEMBER: fa Hkaf wmI fames c gel a lot of fintmiM im (be hands (ran (he memaiii ikoe bvn, ud I wmU Sbe to kw d tkm is aay type of (kwe that ceoid vkhoad the J^.^lrviu^ of this wire? VDIKK:tta(itMMMRS(lm.aM it has hake pines ot mad asm in ic it w re Me fam snM nc the psrpM, UDOQL Wire hind f ^nt fare w hired, they are bfanMd that they ant pn> wet their feat. The eomprey wtB supply then with atatl lee* greed*. However. II they da wot want to wear that geanh. they an faty the relay shore. I an faloereul the awn bwy the refay Shorn. KOfUt: ta Utah. w fare a eau law that requires the Mfilajir aw Iwtwhh M the ULf) nfary eqa^Mt ha easy af n nines it is wswiiiw; thwt the aiwere wen the fan pwtr of i ^TtHdTha Ub t re. t thU the r m the dwo then < .. ML UUXX ftMVm mm 5"V" wad wrt here iw reap this *rey i i hr MEMBER: fane fans po? a fain dtOsn awnwad the preefafag of (here and I thwfc ahn at soy hdphi hn wn thr faflewa aw tay * MEMBER: 1 fane of ant fan ifa tarn* they anal lee** ih bwy safety shoes, fas. whew the * net of note ewwaHfo fa * pne of the Mackerel fafaey ' b t k a caqpqatire-M----g--s*"ilnfia Iw wfacb oot the attk asd that we otttiap of this rest at fatns WEDNESDAY AFTONOON SESSION October 6. 1947 Pressing; LOUIS GLAZER, inuiaaee Mauagti, Dkvta tarefeer asd Cawl rmpooy Th# Piece* of Epqfn--ring. Education. and Enletcwnnd in a Wood Shop Safoty Program By W. B. McSOHLEY. JH. Vtrw TV--Merit Sattlg Scab Doos Company The subject of the **place of engineering, education and (nloiteacnt In a wood shop safety program" coral a lot of ground and I feel that only the surface can be scratched here. Engineering nay be defined as **ibe art and sdenae fay which natural Ilkus and materials are utilised la structures or are- china." I would like to add to Ufa defadlion ot engineering the beading of ~Hasno Engi neering" became it has been our etpoiem and poofbfy yam also that aunahl regi nerriag of anything ant be concbted with laiain engineering faaoae If the tatter hSk, the former la nri The woodwet! operation that will be re Wood Products Section 15 ferred to thia afternoon coven a combined mill and lobbing manufacturing operation. This consist* ot both a special mUlwotk fac tory that turns out custom made sash, doors, trial, cabinets, etc and also a warehouse that asacmbica sash and miscellaneous millwort from cut or random length Mock, Irkfy, wc fed that the engineering as far as the mechanical ale-guards arc cotv urasd twwld hOwr out a program, some thing aleag the leOwwIug line*: ft) The laeifluiwi of the moat tftdtnt grnib fat are inOsbie on the open marfa*. v tfaegfc y--x own resources, such as of such machina u h satisfactory guards that will fa point of operation on the dree. Shaper guards, of course, fa woodworking shops. As hat I fa al National Safety Congress refafectory disposal of chips I aw a safety measure, is hly j of such mat ta * repedsHy in tbc older , a s modfawm afasre (sank hare not . cn fa mwwwd fa. yrikya at each end of the 44 fa wmfaas sytmicni wc used a nunW fare oywmfad at-of saws asd were [ arhat we frit was a dct am the spm wstket Accord famaa depanawat in wk> ilg srith She faitty Committee devised a soy fafte guard that b very ssUrisdoiy w ws and b osy to construct. <i) fa the caaa of old equipment of any kind, especially where belt driven or semibed driven** it is necessary that a complete review be irtt of thb type of operation to see that every unguarded belt or moving pan of any machine that on be guarded is guarded. (8) fa order to give a firm. safe, and nonskid footing around all machines we have found that a definite plan must be followed in scared re the piaanKoc of the Material used at or near machines. Some firms prefer the newer safety walk footinp, some like ordinary fdt roofing, other firms have bad good experiences with some of the many ft is our feeling that each operation In the respective plants should be studied as to what Is actually a satisfactory means and thi* trill, of course, depend on the type and kind and age of your Boor together with the handling conditions involved, 1 do not know whether out experience with grinders baa been different (rota youn. Wc hare a saw filing room where much of our aw filing and knife grinding is done. However, in different parts of the opera tion we afao bare grinders that are set up for the convenience of those machine operaton who grind their own knivs or who have occasion to touch up their knives, etc. We considered very seriously the matter of having all grinding dose fa our saw filing room, but because of the distance and the time loss in volved we arrived at a compromise in which any wort that Is not immediately needed is sent to the aw filing room. We bare never been satisfied with the type of grinders that bare been available on the open market far the reason that there is not room between the bearing and the wheel or tbc motor bearing and the wheel. The head of oat maintenance department together with our safety committee got together, and made an Improved grinder. One of the big advan tages of this type of grinder is that It allows the grinding of praaicsTfy any type of saw or knife that k used in a woodworking shop with ample room for the part of the mw that h being ground plus ample room for the operator. We fed that it is especially de sirable when using my thin wheels, ie. Vi*- Vi*. Hm` c*r. The cost is relatively low became in practically every woodworking shop some satisfactory wood or iron base can be All that is necessary is the purchase of suitable fan bearing bearings* the nccraairy shaft and guards. Another advantage of this type of grinder in our opinion is the fact that the speeds can be varied without too much difficulty by dunging tbc drive. Against that, of course, is the Ins in symmetrical appearance that one gees from a self-contained grinder. In connection with grinder guards, one of our maintenance men came op with the idea doriny the war of using old brake drums from automobiles. We found them highly satisfactory, and it was very simple to com. pletdy enclose the wheel by adding one snore side through the means of boring through the circumference of the brake drum and fastening the opposite side guard by means of angles. Pereibty such grindm are available on the 16 35th National Softly Congress, 1947 market, but we could not locate any in our area or from any of the supplier* or manu facturers with whom wr deal. It is most necessary for safety that the safe speeds as given by the manufacturers are not exceeded, and that the guards fully conform to the current safety standard* set out. {7) Material hazards include the miscel laneous receiving, handling, storing and ship* ping hazards that are encountered in any woodworking operation. Most of us have bad accidents when un loading material from can. Try as we can, we have been unable to eliminate accidents when material is unloaded. We hare had em ployees back off the loading platforms even though our instructions say to always (ace the drop-off on the platform. We have had iron loading plates fall on employees' toes and bodies resulting in ail cases in injury to the employees and sizable compensation. I hare noticed in several woodworking plants that the temporary and sometimes permanent unloading skids or platforms in connection with lift trucks are made up with a strong wooden base at the four comers of which are cither > X |s or t x 6's, sometimes with or without braces. In a few weeks or a few months one or more of these legs is apt to give way with a resulting accident, (t U money well spent to eliminate such unsafe skids entirely and replace them with steel leg platform skids. 1 imagine we hare all experienced acci dents or near accidents when using dollies on uneven floors. Many wood shop* still use some of the small wheel dollia, pomibly (os the reason that they have not bad a seriods accident with them and also because of tbr scarcity of casters until recently, U is our feeling for the safe operation in handling material on dollies that a thorough review should be made by anyone using them and a definite oiling and Inspection procedure be set up. This procedure should also include the careful watching of floors regardless of whether they are concrete, wood, mastic, etc. (S) Like all other companies we have had our difficulties in handling and stacking lum ber whether it be in storage racks, or stacked in the open or slacked for use for ibe dry kiln. It is a relatively simple matter to safe guard inside storage of mouldings, etc when they are stored horizontally by having afe ladders to reach the right levels and safe platforms when these levels are reached. It is not so easy to use this procedure when storing lumbeT in semi-closed outside stor age racks. We hare had many accidents when storing lumber. For chose companies who operate their own dry kilns in connection with their wood working operation there is an added hazard. This hazard is just as grot as is the amount of lumber and (be height to which it is hand piled before going into the dry kiln. The* remedy for aeddenu resulting from piled lumber is to install a wood barrier, which also acts as a guide and which is built and anchored to the concrete loading plat form. It extends approximately 50" beyond the highest point at which lumber can be used in the dry kiln and at a distance of approxi mately 1' from the finished pile of lumber. At the* particular loading kiln under diiamipn, there are four loading tracks *0 it was necessary to build these guards at both ends and in between the loading piles. (g) Under the heading, material handling, it would seem desirable to consider the easy and safe operation of all door .opoiings and the condition of these openings especially if any of the doors are fire doors and are faced with shea mccaL We have a hernia daira that was supposed to hare originated from the alleged difficulty to opening one of our door*. We hare also bad minor hand Injuries oc"< by cuts and abrasions doc to sharp or open edgm of ud or acta) uitued doors. Good housekeeping is probably as im portant or more important than seise of the foregoing. We fed that good housekeeping is necessary for safety both from the person nel standpoint, the material standpoint, and the fire standpoint. (to) If you arc one of those unfortunate operators like us that are faced with a Mul tiple story operation, we fed k is well so in clude the proper uinuww, or* of all stairways, landing, aad rails, etc. loJoifijig the iasaUatJoo of non-dad or ai iligi mate rial whoever k is powibfr that 9 dipping acodqst can occur. We hare notices passed on stain about the dangers of running down the stairs, etc. but there are scffl rei|iinytn who waQ do* this regardless of warning and the only recourse seem* to be to by them of. But when an accident occurs their story Wood Products Section is always that they were walking slowly and carefully. Horseplay is something that comes up in practically every operation and it is needless to say that those who indulge in it should be discharged immediately. Many serious accidents bare and will continue to occur becinse of horseplay. Compremcd air can be a hazard and we fed should be restricted to the use only of those employees who are authorized to use it. Undo no circumstances should any em ployes be allowed to use air for brushing of their clothes, etc. The subjm of goggles has bothered a lot of us. We hare bean through several phases, some of which include the examination of all employees toward the end of finding out what condition their eye* were in and whether they should hare glasses to aid them in their To those employees who wanted to purchare safety eye glanet we were willing to absorb the prescription cost of the lenses. I am sorry to advise you that none of our em ployes accepted (his proposition. We also tried having goggle stations lo cated near various grinders, shapers, etc with dcaning materials, etc Our experiences were- unfortunate as many employes refused to wear goggles belonging U> someone cbe. Sometime ago we ant to the conclusion that it was simpler and better for the com pany to furnish the necessary goggles to any employees who bad need for tbeza. These goggles theoretically belong to the company but arc left with tire employee at all times. In the event be leaves the company be b supposed to return hb goggio. Thb may not make sense to some of you, bur it was the bat arrangement that we could work out and happily the majority of our people who need goggles in their work wear them. Human engineering enters into the educa tion u( all of your employees. 1 imagine all woodwork operators hare been through prac tically all of the phases of attempting to educate their employes to the point, that each and every employee finally realizes hb own obligations aid his obligations to hb fellow workers to be a safe worker. That, of course, is the ultimate, aad we don't know of anyone yet who hat achieved it but as we bare all beard so many times, we must keep hammering away on iht* point using as many variations as wc can' to accomplish the desired nsulL The shop safety committee is composed of (a) AH foremen of ail operation and ship ping and receiving departments. The fol lowing are standing members of the safety committee; (b) one sfery committee rep resentative worker from each operating de partment or floor, (c) the superintendents of our general operations, (d) our employee in charge of our dispensary and first-aid room who is the chairman of the safety committee. There employees who are not foremen or superintendents hut who represent each op erating floor or department serve on tbr safety committee for the period of one year. After six months as a sub-member and six months as a safety committee member, they are then made ex-officio member*. All safety recommendations received through the safety committee must be approved or rejected within thirty days by the manage ment committee. If rejected the safety com mittee is given a full explanation. In addition to the safety committee out lined above, we have a fire brigade that consists of all of our safety committee plus employees from each floor and from every operation wbo have received training in the basic fundamentals of fire control and also in the spedaI operations covering the use of the three types of extinguishers also stair and elevator guards, side exit guards, and hoseracn. The Safety Council of St. Louis in coopera tion with the fire department and the police department and *<" large industrial com panies inaugurated a fire school several years that has been very successful and we have sent all of our fire brigade to one or more of these meetings and in addition each year have sereral key-men take refresher courses. We have found the bulletin and posters and the splendid mesages from the Nationil Safety Council to be of invaluable assistance in educating our employees. For yean we operated without a centralized first-aid and dispensary room but several yean ago amt to the realization that it was better to center all first-aid in one first-aid , room, so that one man or bis assistant could do all of the creating of minor injuria. We had to get a little bit hardboiled about this and after many warnings about employees removing splinter* themselves and applying first-aid to minor cuts, ett, we deliberately 35th National Safety Congress, 1947 raided all at the ma'l i <lmi enough material to start another fiat-aid room. The result of this move, hawntr. was to almost eliminate the sem of unexplained nit mm. rtf- WC i!a Ml hiw t worry because the majority of three em ployees arc middle-aged or older and w have to be rather kalesst sa their pkpiat infections from splinter*, etc. that we had condition. been having. As a word of warning, I believe maw com- It is doirabt* that as many employees. panics have had bod experiences when they t>olh safety memben and otben take one of emptoy young men, I meats up to twenty- the firn-aid courses under tbc Red Crow or one yean of age. in any Retiring or ship under the company doctors. Our experience ping operation .where heavy good* must be in expression from employees after taking haodfed. these courses was more than enough justifica They have the strength but they do not tion for giving the men time off to take this know bow to use It and we have not found course. as yet a young man who, once his foreman'* Our first-aid men do not attempt to treat back is turned, will not attempt to lift or any more than minor injuries but we do in carry or haul something by himself that h< sist chat any injury be it a small splinter, scratch, etc. must be treated in the finl-aid room where a record U kept of the type and kind of each accident, the hour that it OCCUR, etc. ami of course, If it is a more serious ac cident, a complete writtcu report from tht foremen and the safety committee member in that area. During the war our company in common with all other armponies, suffered excretive accidents due to the type and kind of em ployees available. For many yean we have always bad a pre-employment physical ex amination. however, during the war had to luck down somewhat on our physical require should not do. \V have found that the motion pictures and slide films that are available from many sources are of considerable aafcUftee in our safety, program. We attempt to vary out meetings and have some with pictures and sofa* without. Some meetings are held strict!) within our own family group while for othen as mentioned before, we have ouukle speak ers. We have suggmtiou boxes in each operat ing department and our safety snan always requests suggestion Irons all employees. These can be signed or unsigned by the writer. ments. In addition to the Information be win re Tlve net fault was a host of back Injuries, ceive through the hiring office, a new em hernia cases, etc Now that we can have some'., ployee must be thoroughly acquainted with choice in the selection of some of our em hU duties aod this information should be ployees, we am more and more apprehensive given him by his foreman or his supervise! about three employees whoa we expect to and even though the job may be simple, a do laboring work and lo those cases where lot of companies have found that a new cm the doctor's examination shows any past his ployee especially in the tower, job daaifica- tory relating to a back mm or a bonis, we tiom, docs not absorb information vrn fry to be extremely careful aod take; If neeosary, back x-rays before we employ this person. Not to be facetious, but some of us looked at one of our departments recently that is rapidly. The foreman or supervisor should follow up this new employee religiously, especially in the early boon and days o< his employment and instruct him bow to do his job safely and efficiently. supposed to do heavy work and found that The hiring-in office, as cadi applicant n about $o per cent of the people In Chat one sent to the examining doctor with his csnL department were marked for light work only. advises the doctor on a mimeographed form We do not know how we can operate our business by having employes fit to do light work only. I brought this matter up because I think It is a serious matter for all of us as. to whether the job will be heavy work, light work, machine work, etc. in an effon to secure the doctor's recommendation to the type and kind of work. who handle wood products, as we frankly It la my conviction that enforcement is don't know the final answer. In the care of old employees. La. bench hands, who have relatively light work, lay poaibly much store difficult to achieve than engineering and education, Sometimes a man can be sold oo using a safety device * Wood Products Section 19 s pitaitioa, whether it be safety iboa or goggim or a new type guard and tome times you will thtal he is sold: ibe next time you hear teem owe of the safety men that John Doe is wet using bk new safety device. There are other times when it is necessary to asdi down, end get herdboiled with "either this is it or cbc" attitude. We have all bad examples ot the above. When you are soed with a possible loss of one of your oldest and best men that wont wear goggles while grinding except when be knows some- one from the nitty committee U standing near him, I ratim we have a problem on our bands. We have found out. however, that sonic of these die-hards do finally come around especially if something happens, not serious, to someone working near them or in a simi lar job and especially so if they have a nar row escape themselves. We have had difficulty in getting employees in loading and shipping departmenu to wear safety shoes. 1 have talked to several of my friends on this subject amt find that some companies furnish safety shoes to tbeir a- ployces and toms do not. We will give him the necasary time off to get the shoes and have samples of the various shoes on display in our personnel tffkr As dam as we on figure it out. our men do not object to ihr am ot the shoes but they object to the looks of them and to the weight of them even though we all know that some of the bats daigned safety shorn look just tike other shoes and are no heavier than other shoes. Practically all of our fore men wear safety shoes as an example, and in many instances it has helped considerably. Frankly, we do not have the right answer on this arid we would like to find out how to successfully mU this Idea because even in these companies that donate the shoes, acci dents have bappoxd to the employee be taUK be did not wear his safely shoes that dr- In summing up. we do uot know of any bard and fast rule for enforcement. We know it is sometime* necessary, but we know too, that if management docs a good and thor ough job of engineering and education it b seldom necessary to resort to it. Safety In Southern Logging By JOE T. DUNLOP Saiwty Supervisor, Diaries Lumber & Coal Co. According to the National Safety Council, the accident frequency rate in logging from 194a re tM4 was This is almost six times a great as tbc average frequency rate fee aS Jsdreoy. This la not a faratable com* psrino. Even though my company is wonung t the srrlilmt task dally and has a frequency rate at fig plus in the fogging division for the period of 194s through 1946, we still led that wc have only scratched the surface. However, film the accident problem of other type industry has been largely brought unde* ament, we hive hope that we too, by work ing ingrtWr. can make steady improvement. Wc scarerv, to my, if two hand tools--the chopping axe and cast book--could be elimi- sated. mtMbu frequency could be held to a wkeimmm ia southern legging. I dal me the experience of my company foe a five year period as an example--to show how and where the accidents occur, and ex plain our approach tor presenting them. fivsirslly, our misty program for loggers indudes: s--Keeping work groups and work teams separated in the toted, a--Iniecoting and educating the supervisor in accident prevention, j--Safety ortocitton for the workers. 4-'Keeping a chock 00 conditions of tools and cquipont. fa order for each individual here to get a better picture of the overall problem. I have checked through our accident record files for a five year period and prepared a report. From this repost you an get a bird's eye view of where and bow our loggers are injured. We have divided the logging department into four dirisfous-fog cat, trad service, train service, and mi<*<hn*wa This report indicalm the trouble spots and gives os some 20 35th National Safety Congress, 1947 idea of where and how lo apply corrective measure*. Log cut is our hot spot. Here we have J0 per cent of our total logging person* nel and 37 per cent ot our total accidents. The ratio is out of proportion. In trade service we have 55 per cent of our workers and 41 per cent of (he total number of In* juries. This ratio is more in line. The ratio of the other two divisions is satisfactory. We contend that unsafe acts, or unate practices are responsible for moat all of our log cm cases. Condition* in the forest are be* yond pradial control, so far as the tog cut* ter it concerned. The log cutter must accept conditions-- safe or unsafe--as be comes upon them, 'fie reason, of course, is that be passes a given way only once. The conditions around the base of a ree may be hazardous, but the cutter will be there only long enough to tell the tree. Therefore, nothing at done except perhaps "brash out** to make conditions safer. So it is in felling the tree, when other timber must be reckoned with, conditions an be changed very little. Furthermore, in cutting the tree into aw logs, it is impndiabtc to remove all tripping hazards, irwl the work area and otherwise make the work area safe. We are told and we believe that the basic causes of accident* are unsafe acts aad un< safe conditions. Consequently, accident pre* \ention programs are designed to prevent unsafe aos and prevent or remove unsafe conditions.' In substance, that is what we are all trying to do. But, if conditions in the forest ate beyond practical control, so far as (he log cutter is concerned, we must self solely on the prevention of unsafe acts to pro* icct him. What I am trying (o say is that oar safety problem here is largely a personnel problem--a training, supervisory, and educa tional problem. Of count, we cars and do keep a check on conditions of tools and equipment. But, this alone is not the answer. The worker must be trained in the basic fundamentals of his job. We must instill in him the proper "know-how" to protect him self and a tasting desire to do the job the safe way. In addition, the supervisor must be interested and eduated to the extent that he will fulfill his duties and obligation in this connection. We have assigned each aedd/rnt to an agency, or aeddem source and also to the main unafe act connected. The chopping axe accounted Cor 46 cases out of a total of 9*--almost 50 per oent. Since the axe is a pro-historic hand tool that evolved from stone to steel and is not unafe in itself we must assign each personal injury to some thing the worker did. or something be Called to do. So. it seems to me that be cither as sumed an unsafe position, such as placed his foot or leg in the line of cut: failed to grip the handle properly: misjudged the mate rial being cut; failed to observe the surround ings; or, placed tin axe in an unsafe position. The reason for such unafe acts, in soy opin ion is due to two thing* -speed and a lad of "know-how," An example of improper gripping of an axe handle is a chopper swing ing the axe with one hand at a bosk nr vine, the axe glances, and control is impossible, An example of misjudged material Is the worker assuming a rotten bob t he sound and swinging the ase itcusdLogfy. The tu panes, through freely and carries on to strike the ground or bb foot or leg. failure to ob serve surrounding lotortinr* remits m the axe being aught by a hwh or vine, behind or overbad, which deflects the asue. Control of the axe is ksC It is likely to land anywboc within the radius ot the handle. So again 1 say, it the axe could be eliminated, the accident frequency rate in southern loggiog could be held within reasonable bounds, t am not optimistic enough to think that the axe is on its way out. It will be used next year and during many years to come. Here is a challenge and an opportunity for ihc manufacturer or the Safety Coundl. to pre pare educational material on the safe use of this menace. The agency with the next highest loll is falling trees, limbs, etc. This *uunicd for about 10 per cent of our log cut coses dur ing the past five years. There is a rule in our nfety rale book (a copy of which U issued to aril new worker) which reads, "when the tree stana to Call, nwen should step writ to the side and backwards, then look for foiling limbs." In studying the relationship of aeddents to "on the job experience" we note that the majority of cases occurred to workers with ten than one year experience. One would think that a log cutter, after 3 months at the job, would hare obtained enough "know how" tO prOtCCt Ulw***M We make some special effort to protect our log cutters, such as; --Separate each saw team by zoning the Wood Products Section 21 cuttin. tea This prevents overcrowd ing and reduces (he chance 01 a worker being struck by a tree cut by another uw team. a--Provide them with equipment for han dling tools safely in transit from camp to work are. etc- 3--Distribute safety rale books to new work ers covering the principal hazards of his t-Provide first-aid kits at all times and salt tablets during hot weather. j--Offer to provide them hard hats and recommend they wear safety shoes with robber or composition soles. Mkodonalty, hare safety meetings, on the work area, discussing previous acci dents, accident trends, etc. 7--Insist that foremen keep a watchful eye wj (hew at all times. In the Truck Service division we have a different situation from the Log Cut division. Here a great percentage of the aeddents are aused by controllable condition*. Unsafe con ditions, mechanical and physical hazards, en ter into the picture. So, to get the job done, we must rely on our proven safety program ot preventing unsafe acts and removing un safe conditions. To begin with the condition of tools, equip ment. roads, bridges, and banking area is important- A glance at the report should be of interest. Here the asm are assigned to an agency and type of accident. Unloading a tog truck with ant-hook accounted for ty case* out of a iota) of tty. This gives weight to my forma statement in regard to eliminat ing the use of the ant-hook. Fourteen of these workers (track driven) were struck by falling or rolling logs, eight struck by Hying objects such as ant-hook, skid poles, etc., and one fell or was thrown. Training in the <ate use of the ant-book is recommended. But it does not insure safety. Unloading togs from a vehicle with a ant-book is very dangerous at the best. The site and condi tion of logs has a baring on the hazards. Often a worker must expose himself to danger when a large, crooked log, perhaps with protrading knots it encountered- Mechanical mans for unloading have proved much safer. My company hat developed a rig which is nothing more than a buDdercr with a push ing assembly attached. In fact, we now have two in operation and could use others. We all it a "push-off-rig." Prior to its develop ment, we tried other mechanical methods which did not work out well. The push-offrig is maneuverable and an take ore of a rather targe fleet of trucks. It saves truck time and will prerent (he type accidents caused by the use of the ant-book. Inci dentally, the i) asm listed, occurred at points where the pusb-off-rig was not in use. It is not praclsmf, however, due to initial and operating cost, where a small Beet of tracks is used. Defective truck* and dangerous road* were charged with only five cases in this division. Steering mechanism, brakes, rear view mir ror, etc, are the portions of a truck that in terne our safety department. Normally, the operating department will take are of other matters without assistance. Each track driver it required to make a written report on the condition of his truck at the end of each .work day. It the truck is okey. be to reports, otherwise, be lists the conditions needing at tention. This place the responsibility where it should be. and it also furnisbs the track repair crew with valuable information. The report is countersigned by the shop fore man when the track is again placed in con dition to roll. We credit the good experience here to this activity and to (he use of govemon on trucks. Passing rapidly through the other agencies and type accidents, we notice that the load ing and unloading of truck trailers were charged with six cases. Comparatively, this is not considered a dangerous task. The cou pling pole, however venal be watched, or it Is likely to swing to the side in an arc, or fall on a worker's hand. When in the process of hooking tongs on a mechanical tog loader where "A" lines, or end tong* art used, the booker must guard against being aught by the guide tine*. En tanglement on be avoided, if they will keep the loose ends of lines from under thdr feet and it ibe operator wilt observe closely. Team work between the operator and hookers is important- Last year, after we had one booker lulled and another whose teg was broken by being aught in the loops of tag lines, we prepared our own safety poster and used other mean* of educating those not yet in the hospital or cemetery. .Another hazard is the skidding at which ha* proved lo be more dangerous to the helper (choker hooker) than to the opera tor. The helper, ot choker hooker is injured 22 35th National Safety Congress, 1947 in numerous ways. For example he is struck by, or bit toot n ought under cat, broken strands in able and sharp points ot hooks injure his hands; and, he is struck by timbr, logs, etc. Incidentally, like the log cutler, hoe is another case where conditions an be improved very little for his safety. Part of the workers of this division use the axe and saw. Ten workers were injured by ihe unsafe use of these tools. Twelve workers were injured while engaged in the work of repairing equipment. The un safe am connected were--failure to war eye protection, unsafe use of hand tools, used wrong tool, failed to get 6rat-aid, etc The acts committed are common to the avenge garage, or repair shop. Aside from the measure* already men tioned. we cany on a few others tor the phys ical protection of our woriten. They arc; i. The safety department publishes the Co-operafor, the company bouse organ, monthly, *. Intra-division contests, hosed on acrident frequency, arc run monthly. The award is the privilege to fly a safety banner until lost to some other divirion. This banner indiates to the workers that they have made the best safety record during the previous month. Its purpose is to crate interest, 3. About 50 personal prites are given away monthly. Drawings are held to de- termirfe the winner*. To be eligible tor the drawing, a worker must have worked a given number of days during the previous month free of accidental in jury. Here again, the purpose is to stim ulate and hold interest. 4. Safely posters from the National Safety Council arc used. 5. Film-slides and motion picture* are also used. fi. Pre-employment physical examination, 10 wad out those who arc not pbyriolly fit. is a standard practice. 7. Investigations of accidents are made in order to learn the causa, so that retommendatioru for prevention will be So far as we know, there is no short cat to preventing aeddenu. We are dealing with people and no given two are alike in age, experience, temperament, and personality. Therefore, safety programs are designed to reach them all. The process might be short ened if we bad "safe practice"* pamphlets on the safe use of common tods, and on the safe performance of common job. The pre paration of such pamphlets fa within the province of the Safety Council and the mem bers of this Section. There is a dire need tor more and perhaps better educational mate rial. Preaching safety to the employed is like talking to a parado-your audience la otur sable. 1 nose that the Northeastern Forest Experi ment Station of Philadelphia fa preparing a Northeastern Logger's Handbook. Fred C. Simmon* is the editor. He ha* the Mlowiag to ay about the matter; "If yon mat to be a mechanic, you wiQ easily Bad piracy of good books which will teb yon what you want to know. Yon wJO ibe Bad plenty of instructors aod training shop*. What about the young bus who wants to mlr has tiring by logging? For him there is no good mow of information in which he cm rams. The books and wwm ON logging are for the log `gfng enginr-no* fee the fdbe whn 1 the axe and 1 be a simple f tell the yonn man) what be 1 and use of bs toeis and the hex ml the *Ad and the new i as much as anyone.' We agree with the odfaar and are ka qn- paths with his pujiitt, It dmU bo my hm projects ovr CnB mppen. . The Safety Problem oi lagging In the Stale ot Washington By DAN ADAIR Supervisor of Safety, Washington State Paperfanact of Labor & Industries The State of Washington has the hugest has the largest timber and lumber eqiripreserve of high grade timber In the V. 5, it meat In the world, aod hi Longview the Wood Products Section 23 long-Eell Lumber Company has the largest sawmill (o the world. Washington has also the roughest terrain, in which logging is done, in the U. 5. and the highest frequency rate of any industry in the world. The casualty toll in this State* logging industry is out of all proportion with the toll in other industries. The Jogging indus try comprises approximately 34 per cent of the total industrial man-hours worked in the State of Washington but accounts for over *7 per cent of (he total fatalities in the State. The following columns indiote a certain trend toward a lessening severity. Jt is sig nificant that the low in fatalities {1948) fa jfa per cent of the high (194*) and that the tow in man-hour* (1946) is *0.3 per cent of the high (194a)- It U also heartening to note the trend of steady dediae in fatalities from 194a to the present. In the last week of September the number of fatalities re ported in Jogging for 1947 totalled 50. Ytmr ipjO 941 `94* 9*5 9*4 915 `94* Fatalities 89 9* 9* 66 68 59 M Mart-Hours *$,tfi*.iis *4-*45<3&S *4-957-4*A *4474-`9* *3^59*9 fl.S*9-7*S 193644*8 Frequency' 160*3 1614*4 t57.fi 1*6.13 1x641 *<1*9 147.10 The fogging payroll in the State of Wash- mpee lor the ymr *948 was flsJ$94l4m A am equal to jj per cent of this payroll m need set meeting the various direct inlutiiil immiLC cons incurred by injuria m (hi* imfaacry. To meet this cost, logging anus one of the highest rates in the Sate. nitwt ixdwnriil insurance costs, for the vese igf>. unBwi $1.7794x90.54. Introducing the pscnlh accepted four-to-one ratio, the faggmg sdmq n Washington is footing an aamml toll of $1.7794*9000 in direct indus trial MOacc cots and approximately $7,. lAjfaw at indirect or hidden rents which . At the present average bresrfv togging wage this sum would be suSOoh so most the payroll of all logging opera tions an the State of Washington for approxi--cly three --wifhs. It fa also a sum suftdent to pit so each employee in the togging in dustry. a aj per cent raise in wags while not crating the employer an additional dollar, l tigging employees during the year 1946 wetted a total of 194K4418 man-hours. Dur ing this same year employes in the logging industry tost, because of industrial injuries, an estimated 8,59*479 man-hours. At the current hourly logging wage their man-houn represent $10,899,177-00 In wag which em ployees did NOT get. When reviewed in the light that compensation awards to injured employees are $0445 per hour and the aver age logging hourly wage is $1-58, the loss to an employee accrues at the rate of $1,355 for every hour his injury absents him from hfa work. The amount of wage Ion to em ployees is a sum equivalent 10 one-third oi the total togging payroll in the State. In Uke manner the employee's dependents are affected by decreased income on a com parable scale. As of December 31, 1946, there were, in the togging class, 1578 pension cases comprising *74 permanently injured work men, 819 minors, 133 dependent*, 538 widow* and 16 attendants. Buckera and fallen are the occupations which most frequently innir injuries sharing 47.$ per cent and 164 per cent of the total respectively. Number of Logging Injuries by Occupation--Year 1946 Compensable Occupation Injuries Buckets Fallen 14131 357 Chokennen, choker-scum, rigging slingera. sfciddermea Loaders and toogmea Tamm, truck and os driven *76 7 111 Hook-tender* , Chasers High-riggers Donkey engineers and firemen 77 30 35 15 Dragawmen 11 Pumpmen and handymen Whistle-punks and signal men All other* Section crew and graders 8 7 j 4 Railroad brakemcn 4 Machinists and mechanics Railroad engineers and firemen Foremen, superintendent*, owners Boom-men 3 a * a Powdenoeti 1 Bull cooks, cooks, kitchen help, fliers > *.178 24 35th National Safety Congress, 1947 (Addition*! tables were presented showing types ot accidents and nature of injuria in the several occupations, Complete copies of these tablet are available in the library of the National daftly Council-) The Northwest is the only remaining fron tier in the United States where a man with an ut, an adxe and a saw, and the urge of adventure, may up the reserve of green gold in his country with little more than the will and the industry to make it pay. True, many large firms have adopted broad and compre hensive politia of forest conservation and conservation of human life and limb which hate resulted in a surprising reduction of their accident record. However, the two, three, four, five and twenty man logging op erations are little influenced by policy and they continue, in the line of the pioneer tradition, to hew their livelihood out of an economy which has considerably changed since to day of his forebears, To assist the logging operators of the state, the Division has recently completed prcUminaries of a revised logging safety code in which the educational features of firm cmamlnre- organisation has been stressed. This prepared code has been also adapted to cope with the grat nedanad tad equipment advancement which this industry has seen over the last few yean. In line with the conviction that the first step toward improving accident rata is the realisation of the problem the Divhfioo has, through its togging periodical, urged the firms of the state to adopt a `Vomrannity of effort'* approach toward the rotation of the logging safety problems. Within the limits of its personnel facilities the Division has also aifoW. with cotuidtt- able sucam, special fawn training classes It has, through its available channels, abo urged that management evaluate, and inaofai as practical, job metbody Many Urge firms in the Sate of Wash ington have made pat contributions to the field of safety through their studies and through the perfection of their organisation spirited by an advanced safety policy, bui the field of the problem is grat and a satisfactory solution is not yer in sight. Mr. Adair proented the motion picture film Sute LWnt produced by his depart meat. WnaaiaCT U |W uWr U MMoaU* g.,, per jlOOO.OOO auhau saSW ud dare ae* imtmdf Msjrevre roottine us 3 far* ar tree iMrefcitaj 35TH &fycmMwfwnb NATIONAL SAFETY CONGRESS VOLUME XXVI FARM SAFETY SESSION 1JM>--1-W--H NATIONAL SAFETY COUNCIL, INC. 20 NO. WACKER DRIVE CHICAGO 6, ILL. Foreword rpHE Transactions of the 35th National Safety Congress and Exposition of the National Safety Council are pub lished in 29 volumes. Volume 1 includes the Annual Meeting, Banquet, Women's Activities, Index to all volumes and List of Exhibitors. Volume II contains the ASSE Session and the Industrial Subject Sessions. Volume XXIX contains the Early Morning Sessions, "Psychology You Can Use." Each of the other volumes is devoted to the sessions of a single section or division of the Council. The transactions are a record of the proceedings of the Congress, condensed and edited for reference purposes. The complete original manuscripts, many of which contain charts and illustrations which could not be reproduced here, are available in the files of the National Safety Council. The National Safety Council seeks to eliminate from dis cussion matters not pertinent to the aims of the Council. However, it cannot accept responsibility for the views ex pressed at the Congress or in this record. It is expected that the new format of these Transactions will permit wider and more effective use of the material re lating to various fields of safety. At the same time, the whole set provides a complete and indexed reference work on all phases of accident prevention THE NATIONAL SAFETY COUNCIL 20 North Wacker Drtv* Chicago 6, HL 3 35th National Safety Congress Transactions TOte VoJ. A&naal IMtag. Banqiwl Warnin'* Actirttee. bdn to aQ VabmiM and BihlMfcw........................................1 ffnrtitr nf ffnfitx rmjlneeie rmii Tbifijert Iwtnni t Aircraft Mdaafaetaiag Section................... 3 Air Transport Section................................................................... Atriomottru and MarWno Shop Soctton...................... 4 & Crmnt and Qaany Srcfioa....................... 3 Chemical Saction......................... Coal Mwhig Suction.................................. 7 3 Coaiiutcbd Vehicle Section................................ i Construction Section.......................................................................... 10 Food Section............................... U Indoefelcri Hasting Section......................... It Mozbw Section ............................................................................. 13 Meat Packing, Tanning and leather IndtiM-- Section..... .14 Metals Section ................................................ IS Mining Section.....................................................................................IS Paper and Pulp Section.............. Petroleum Section............................................ 17 It Power freer Section............................................ 18 Public Ptflttiee Section........................................................................SO BaQroad Section ......................... .11 Rubber flection.............................. 12 Textile Section............................. 23 Traffic Section........................... Wood Products Section........................................................... 24 .25 Farm Safety............................................................................................28 Home Safety ................................. School and College Sessions......................... 27 38 Psychology Yon Can Uee (Early Morning fieertnm)................28 PRICES OF EXTRA COPIES OF INDIVIDUAL VOLUMES VOLUME SIZE TO MEMBERS 1 to f copies io to y copia `roe to 999 copies 1000 or xwrr Lee than >4 page*--$ job. *4 to 48 pagw-- .*5 ** f .15 a, .so ** | .15 a. JO " .15 es. JO " 49 96 page*-- *55 " .jo " .30" .*> " over 96 page*- -50** -45" -15" 45 " Complete set of Transactions (*9 volumes}--5^0 NON-MEMBER price* aie double member pries. 4 Farm Safety Sessions Farm Conference--National Safety Council, 1947-1948* rkt-PrcsMcnt for Fanru-G. L. NOBLE. National Committee on Boy* and Girls Club Work. Chicago. Illinois Chmirmom EIRE FOX. Ed.. "Successful Farming,** Meredith Publishing Company. Des Moines. Iowa 1'W-Chairman--RANDALL C. SWANSON. Farm Safety Specialist. College of Agriculture. Marihost. Whatman Secretary--MAYNARD H. COE. Dir. Farm DivUon, National Safety Coundl. Chicago. Illinois Members--MRS. ALMER ARMSTRONG. Dir. Women** Activities. Indiana Farm Bureau Coop. Association. Inc^ Indianapolis, Indiana; THEO BROWN. Deere It Company, Moline, Illinois; PERCY BUGBEZ, Managing Director. National Fire Protection Association. Boston. Maa*4 HARRY P. COOPER. JR.. Secy.. National Association of Mutual Insurance Companies, Indianapolis. Indiana: WAYNE DINSMORE, Secy. Hone and Mule Associa tion of America. Inc.. Chicago, Illinois; T. A. ERICKSON. Consultant. Dept, of Public Service*. Gosal Mills, Inc, Minneapolis, Minnesota: RAYMOND H. GXLKESON, 'gjatu Fanner.~ TopcU, lianas; ROY W. GODhY. Agricultural Counsel, Public kffatiflf Dqx. Tbc Kroger Company, Cincinnati, Ohio; A. S. GOSS, Master, The National Crange, Washington. D. C-: MISS AMY KELLY. State Home Demonstration Lada, College of Agriculture. Columbia, Missouri; . W. LEHMANN. Head, Dept, of Agricultural Engineering. University of Illinois, Urbana, Illinois; MISS RUBY LOPER, Rural Architect, Cornell University, Ithaca, New York*. S. P. LYLE. Extension Service. V. &. Dept, of Agriculture. Washington. D. C4 EVERETT MITCHELL, Agrirulmral Dimm. Central Division, N.B.C., Chicago, Illinois;- J. C, MOHLER, Secy., Kanos Scale Board of Agriculture, Topeka, Kansas; P. SI. MULLIKEN, Executive Secre tary, NatL Retail Farm Equipment Association, St. Louis, Missouri: EDW. A. O'NEAL, President. American Farm Bureau Federation, Chicago, Illinois: JAMES PATTON, National Fartnen Educational & Cooperative Union, Denver, Colorado; V. S PETERSON*. Midwest Repr,, E. I. du Pont de Neznoun & Co, Ames. Iowa; HARRY PONTIOUS. Director, Farm Bureau Safety Dept- Ohio Fans Bureau Federation. Colum bus. Ohio; MARTIN RONNING. Chief Engineer, Power Machinery Division. MinneapolisMoline Power Implement Company. Minneapolis, Minnesota; CHARLES B. SHUMAN, Illinois Agriculture! Association, Chicago, Illinois; W. T. SPANTON, Director, Vocational Agriculture. Federal Security Administration. U. S. OAce of Education, Washirqpcm, D. CL; JOHN H. WETZEL, Head. Safety Sc Health Section. Soil Conservation Soria. U. 5. Dept, of Agriculture, Washington, IX C.; DAWSON C. WOMELDORF, Agricaknal Representative, Public Service Co. of Northern HI-. Chicago, Illinois 5 6 35th National Safety Congress, 1947 TUESDAY MORNING SESSION October 7, 1347 Presiding: C. L. NOBLE, Managing Director, National Coaaiuet on Boys and Girls Club Work; Vice-President for Farms, NJLC. Th* Pngnas of Farm Safely Work By T. A. ERICKSON Consultant, Rural Serrices. General Mills, Inc.; Chairman, Farm Safety Committee. N.S.C. Acadent prevention on the fum and in the {arm borne is a comparatively new feature in the national safety program. Much effect has been put forth for many years to reduce and prevent loss of property aod human fife and to nuke city life more secure by transporta tion agencies, industrial groups, and all urban work aettvitio. The industrial program is 40 year old and the tnSc program nearly that old. Until just a few years ago, people generally thought of life on the farm as a aim. quiet, and secure life, free from the dangers of the factory, mill, railroad, and public highway. The farm borne was ohm referred to as a "haven o< safety" and free from dangers. In a comparatively short time the gentle ox and hand plow, the hand cradle and sickle for harvodng our grain, and the band and peg for picking our corn has given place to the most complicated machinery--the trac tor, the combine, the com pidter and others. This mechanization of the farm had come so quickly that we failed to appreciate its fall effect on farm activities. But even before the advent of the new complicated farm an. chinery and the power of gasoline and electricity, the farm and fans home hed many accidents. For some strange reason we had paid practically no attention to the tact that the farm hone caused many accidents and that falls in the heme caused many deaths. No effort had bees made to prevent accidents. In the same way. for (be faxm home the dangerous gasoline became a cocnmori fuel. Gas and electricity, with more complicated home equipment, brought new KsraiyU Our farm mothers and daughter* welcomed these new labor-savipg aids bat didn't fully appreciate that them new forces must be understood and handled with cue. New responsibilities were placed oq the house wife. The first definite farm safety program was announced about 13 years ago. About that time the Agricultural Cxmniaa Service, through its fH dubs in two or three nuts, announced farm safety activities. Minnesota added the farm safety activity to (be 4-H pro grant in 1934. It was Celt that avoiding acci dents it largely a miner of educating and that it filled its very effectively In the 4-H work, FFA. xputing and the rural school. Mr. A. V. Hohweder, a member of the Na tional Safety Council, was probably the first man to be Imcmmental in bringing the farm safety activity of the 4-H dubs to the atten tion of the National Safety fininl and the need of a natioo-sridr farm uiety program. He succeeded in having 4-H lenders and other youth workers appear before the "nmvfl to tell about the 4-H safety activity and bow it was calling attention to and helping effee- lively in the acridrat situation oa the faxm. This was 1933. These special reports aroused interest of the National Safety Council In the need tot farm safety work. One result of this created iatnnt was the adding of a farm safety eoofeRM K the National Safety Congress. In term* In the farm and home program con tinued to grow so that in 194s Mr. Stanley Kinhaw was engaged to* direct this spedsl pwijrrt of the National Safety Mr. Kirshatr invited representatives of vari ous grasps interated in rural life to meet in Chicago. The fine such coafexBK* was bdd in the National Safety Connril ofike in iffi, which was attended by delegates of the 4-H dubs, boy scouts, public schools, farm pras, and oihrm. The home was represented by Mbs Dorothy Fischer Csnlisld of Good Housekeeping. Tbit eonfamcc disarmed a possible program, the vahse of a warionri Farm Section 7 conference, and decided to hold a second The farm and home safety program has meeting. made outstanding program in many ways The first regular farm afety sectional meet* since Mr. Coe berame its director. ing of the National Safety Congress was hdd In the fust place, it has been given recog us *94*. At the suggestion ol Mr. kobweda, nition as an important division of the Na an advisory committee on national farm safety tional Safety Council so that two members work was appointed that same year, which of the farm safety committee are members held its dm meeting that same year in con of Che National Safety Council and the farm nection with the National Safety Congress and boose safety section. tn Chicago. It is interesting to note that sev Mr. G. L Noble, director of tbe National eral member of the present Farm Safely com 4*H Club Committee and a member of elie mittee Mr. Poodus of Ohio, Mr. Peterson of farm safety committee, was elected to the Na Iowa, Mr. Mofafer of lamas. Mr. Lehman of tional Safety Council and was made vice- Illinois, and your speaker were members of president In charge of farm safety. In 1946 this fine committee. The fin* committee had Mr. Kirk Fox, ano*ha member of our com mtatsdng meetings sad talked about the mittee, was made a member of tbe general need of tana safety. It was a purely advisory council. The farm safety committee is the guiding Mr, Harold Miner of the Dupont Com group which, Mr. Coe's direction, helps pany, a vice-president of the National Safety to build the national farm safety program, Council, ado! as chairman of the first sec Thh committee has been enlarged so that tional meeting. it aow In a vay effective way represents farm Mr. Mohler was >*!"" of the second organizations, the agricultural pros and conferrocc in 1343, conducting a panel on radio, tbe agricultural extension service, farm farm safety. This was a very imeraung panel youth programs, farm equipment interests, dhttarion because it presented a picture of rural health groups, and others. Carm safety at the time. A* a matter of record, the names of com In this panel Mr. Pontius emphasized the mittee members arc attached. The committee fine mfery work anted oa by the snn bu plans to meet four times per year and has reau - and by FFA members In Ohio, the several sutKonfflinos which make a study writer told of 4-H farm safety activities in of various fcatmes of safety work during the Miaaaea, Mr. Mohler presented the Kan .entire year--so our bra safety committee is os program, Mr. 1 <4iM,n Illinois plans, a ptnunni att-the-ycar acting force to assist and others told what eke was being done the director. The beginnings of definite farm and hone Tbe greatest single plan of progress the last safety work were made in about *934 and four yean is the conducting of a National >935 fey *fec 4-H dobs In Minnesota, some Farm Safety Week each. year. The week se of the fast adult work In Kansas, FFA groups lected for this purpose was the third week in in Ohio, Illinois in various win seem to Joij. have been the states to make beginnings as Vwti year the President of tbe United States suggested along lines in the above panel. has issued a special proclamation Cot tbe In 194* Mr. Kirahaw suggested and directed week and many state governors have followed the first state-wide fans safety conferences the same plan. The National Safety Council in two of three states with success. Mr. M. H, Coe, for m yean the 4-H state leader of Kamos, was appointed director of has issued and distributed special literature on hra safety. The pram and radio have' given much-publicity to the plan. Use notional faxm safety program of the Na tional Safety Council In January 1944 and 1ms guided the work very efficiently since then. Mr. Coe had cooperated with Mr. Mohler in developing an effective farm safety program Reports indicate that nearly all of the nates have used this week to make both urban aod farm people safety domdous. It is a week when by the pram and radio, at most rural meetings by speakers, by tbe distribution of in which Included both adults and the 4-H dubs. Mr. Coe -was unusually well , , qualified for the worit as director of a na tional program, because of his experience tn Kanos. timely safety literature, by farm equipment deafen and businessmen the importance of accident prevention on the farm is brought before all tbe people--both'urban and rural. One of tbe outstanding features of the ns- 8 35th National Safety Congress, J947 tional fauna safety program was the plan of employing full-time specialists to direct the work on a state-wide huis. Wisconsin was the first state to take this step in employing Mr. Randall Swanson in 1^45 with funds provided by the state legisla ture. New York. Ohio, Indiana, Michigan, Illinois and Iowa have followed the example set by Wisconsin, with' funds provided on different plans. The Minnesota Farm Bureau employed Mr. W, A. Dickinson several yeus ago on the plan of spending much .of his time oo farm safety work--at prment. prac tically full time. Pennsylvania seems to be ready to employ a farm safety The prment sate fans safa Wisconsin------ The farm safety committee hat a regular meeting at this time. The conference brings together the outstanding leaden in work. An important feature of the safety program is the literature distributed. The department cooperated with Sean Roebuck k Company in producing a very interesting and helpful safety film entitled. "A Stitch in Time,** which has been used a great deal in many states and has created much safety imotN. The first important booklet on farm safety was ienred by the International Harvester Company. This booklet has bad a very wide distibutioo and is still available. Is 1944 T. A, Erickson prepared a booklet, "Safety Guide lor the Fans aod Home Front,*' especially for boys and girls. This was published by Gen eral Mills and had a distribution of 675^00 copies with every state represented. The Farm Division of the National Safety Council has prepared many md leaf lets and distributed there throughout Lb* _W. Wended Whitlock IowaNerval J. Wadle The 4-H data naat be given credit far bating begun the farm safety work and lor having pot over the aw "Doing'' safaxy progress. Several mus, as already "*< began tbit activity more than a don ynn ago apd hate done much to bring the im portance of the work before the public. The fH aletT 'stork Iras grown so that during the 1m bar yon a national contest has been awWud muter the sSrmion cf the Natjowd -S rimu nnr la *9t4 the Uaaa Company ml Mew Jer- The Fan* Division has abe published a semi-monthly wagaaoe. The Farm Safety Reriemr, for five yean, lataw in this has steadily grown and is one of the very valuable connecting links with sural leaden ami the naticoal program. Mr. Cbe*s department is now wortjug on a plus whereby indwtrisl firms, turn equip ment companies, farm tagmatkis, banks, .etc, purchase a large sanker of snfaamptins to dntribare to the patrons. As as {Bus- uatioa the Minonpotis MoKnc rower Impfarecre Company romatiy indeed i^no copies re tins their field amisrei vriB each m the wmw sms. This yba is am and by a maysvwv d she mmrnm db * bijr Dwtt of 4-M awfw Each year a farm and have safety conlemnr baa been uttlsf a in with the Xaeioati Irioy Congress with verry interesting programs. A* an Hhmjratioo of outstanding featore* on this program. the lecture of Dr. Young of the Mayo Clinic, Rochester, Minnesota, may be died bom the >946 meeting. HU lecture reedred bom page notice in Chicago dailies. In ig0 the pond discussion by the state farm specialists abe illustrates the outstanding featura. my m oedcr so be in dm smh with the needs and development of a mftsnml pro gram. Mr. Coe has . rates as pom letcutes, and to ant are and cawncy pro grams' in vsriom ways. Organised agntahmc th Agrioriooal Ex- tension'Service, the fringr, Farm Boreas, Farmers' Union, and Farm Cooperatives bare co-operared in helping to bwflf this farm safety program. Farm mfecy work ofim or ganized agriculture great opportunities to be of service to farm people. State and local health association* have bad Farm Section an important share as illustrated by the work in New York. The general state, county, and local safety cM&mlitets of councils have responded in an effective way to help. One of the most Im portant steps in the progress made has been in the bdp given for organizing community, county, and state safety councils and com mittees. Real progress U made by a com. munity when a special farm safety committee is selected. As an Qlmuatlon of a strong county form safety program, the plan used in Yellow Medicine County, Minnesota can be given. This county has a regular county all-safety council. The fora safety committee is a part of this council. The committee is made up of one representative from each form group in the county. This committee holds sep arate meetings, and the whole council bdp* with the work. What there groups have done to bdp b only an indication of the importance of the accident prevention in their adivitia. A new idea is being suggested in the na tional farm safety program. This is a plan for setting up a definite membership m our nation-wide program. If this idea is carried out. the vaiiom groups having a relationship to the parietal program would have a reg ular nacaherihtp and pay a remit lee. This lee would be i.tregnntisily resail and vary with the stir ad importance of the unit 'successful national farm safety program. The most important pan of this report is that it suggests the great opportunity there is in helping to save the lives of some 30,000 farm men. women, and children, the number killed by accidents each year, and to reduce and prevent the great unhappiness, suffering and economic toss caused by needless form acci dents. The most promising feature of this report is that we can very emphatically state that rural people; have been made aware of this needless waste and that many of them are taking part in the safety work. The important progress in form safety work made so far is not altogether in tbe definite things which have been done in accident pre vention as in interesting nd organizing rural and urban people and in helping them build programs for accident prevention in the future. , , The Agricultural Extension Service with its store than 7.000 county agents and several thousand state specialists, all ready to make use of features which would be helpful to rural life, and tbe farm organizations would tern to iw (he important forces to any on this mfecy wort. The 4*H rfgbs. the FFa. rural scouting, and other voluntary youth groups are ready re cany on mfecy wort but must hare adult be interested, to meet tbe chal- national and state dim- l* of thanks to the iiauuti lor the bony re sponse they bare made to this plan. This brief ptoenorioo has suggested tbe origin and early growth of farm safety aa a definite program. It has suggested plans car ried oat which have helped buOd a fairly Testing items appear in [ repaid: by the Extension Service of the U. S. Department of Agriculture 0! activities in mfecy and balth during ><h& . An average el t% at all tounty ettensares apses* time was devoted to this wart. a Pfjjv 4-K memhere had participated. 5. 5*9^03 4-H membets reported helping in removing ire and accident htnrii. 4, 1441 canaries participated in this fca- 5, oenaties reported safety work and health a feature of their program. 6, (jatt local leaden reported helping with these activities. 10 Cmp*u. 1917 i to F<n ftatilt br Bo O. M1|iiiiIbmiI ci Agdcoltm *T U. L. WILSON Dtwla o< Coepmfiv* Ritentarm Wok. United States SqntmM * Agdeobon The PUP1 fBB-niny ptnym, b rtuij the Dtjartaw of Agriatizztre, tbe Scuc atcation anka, ud Mumtiav* Iw{tw aad institutional irieodt of agriculture join fan*, tc ooc of the M tituin cooperative eda> estioaal | ingn-- 1 know of. Tbcnc connected trith the Fun Safety Division of the National Safety Council cut take psniariar pride in the tiiaai they hare had in mrrtiuiog tbe rations cooperative efforts. Fua-ntof mctivitle*'of the US. Depart* mail of Agriculture must conform to tbe leg islative authority and (he appropriation made by Coopca. Specific authority and ap propriation* lure not been given for conduct ing a program of bras safety in tbe sense of a coordinated adm program- However, many research projects and action programs carry inherent authority for including related farm-safety rnurirtuiiiions Tbe Forest Service abo has specific week for fire control in co operation with Mates on private Corot famK as well as in the narinml Cmciu. The general authority et tbe drfmums, pmiwbriy in iniormatioq and ceopoatfrc cxrcnrion work, has ioog bom used to make available to farm people and the pnail public tbe march findings, knowledge, and experience of its scientific and technical waffs. A very corojd- erahle contributhm to Cam safety has aho been made by safety engineers, the Offce of Personnel, and others concerned with tbe safety of United States Department of Agri culture employees. Tbe Department's contribution to fens safety may he divided into two types of activity: First, chose to the Depart ment's own work affecting farm people: and, second, those in cooperation with ocher or ganization* working together for an effective nation wide program for farm safety. With reference to the first, the Department has a good record in safeguarding farm people and farm property wherever safety has been an' essential factor la tbe release of information from research or investigations, or in the con duct of its actios programs. Tbe Depart ment's experience in the field of general pro grams carried on cooperatively with other organizations It relatively new. haring begun vigorously during World War U. In this coBMctioo ic may be well to recall that effects to conserve manpower during the First World War were later stepped up u acridrm statistic* oe compiled and the omtacry hrcime statistically amadous of the serious am of mridrms. Various industries, such a mining, transportstioo. cooctrnctioo, and manttfadtuisg, bteams aftty-coadmis and took steps through research, education, aad enforcement mcasnm to safeguard work ers. and the public. Tbe National Safety Council has given inspiring leadership In this humanitarian and economic service, and many public a* weft at private organizations have ben anxious to do all they could to cwpenie. We bow have a similar opportun ity to advance safety not only in agriculture as an Industry but alio in farm and rani living. Agriculture, of all tbe great industries of this country, has required tbe longest time to go through tbe technological revolution. Agriculture Is now daily aware of new impli cations of thh age of steel. Although tbe *" ctb wed plow and the self-reaper were -cd in more than too years ago^ along wuh the steam locomotive, (he steamboat, and the telegraph, tbe one-mule plow b just becoming obsolete. Farm field work is now largely motorized, and electricity on every farm 1* a goal not unattainable in our life time. Safety research education and code most keep step with this progrot. Our me chanical Ingenuity must be matched by equal imagination in innovating safeguards for fens families. We are gratified tint the Na tional Safety Coundl it furnishing such imagination and making available Its leadership in this field. If we all work together we can render tbe greatest aid to our g.000,000 fans**. their faxaflies, their workers, and tbe entire rural population. Six Major U5DA Cbattibuilons What are tbe Department's major coo&ibe- Fmm Srction n profiil Unfasrnmntdj, adequate raoufees have nor been modr available to tbe Depart ment far providing the fipun on farm actitfaww that are so felly needed at the present time. (g) Reuerthea mud Imvcstigeiiont, Tbe Ag- <|) Eaftmyae Safety. A psshlfc agency con ikaltan! Xneardi Administration has widely tributing to farm safety thowH practice safety publicized researches and investigations into itself. Tbe Department does. Tbe director safety measure*. Precautions to safeguard of personnel for the Sqannn\t and tbe per life and property are indoded in the publi sonnel efiem of all agenda in the Depart cations of tbe Department so consistently that ment, each has some person or pawn this day-by-day on-tbe-job safety instruction concerned with promoting safety among em is hardly recognized as such, and yet it is ployees arxi maintaining the report* and probably most effective in getting millions of rccor_ of accidents and compensation. But farm people started oi fob*, new to them. that is employee safety work, not farm safety, A few subjects along these lines include Tbe signifianoe of employee safety activities tbe use cf towridfa and fungicides, borne twofold. First, tbe field workers of tbe equipment, aad farm machines. There are Department ara kept in touch witb ite farm special publication* such at, on wind bracing program and kept mfeey-cccsrious for farm in tbe construction of buildings, fire-retard people as wdl ae for U5DA employee*. Sec ant construction, safe stain, lightning rods, ond, safety engineers and others concerned and safe wiring for deoridty. Safety in food with employee safety greatly strengthen the preservation, household tasks, and clothing farm-mfoy program. have all been greatly emphasized. Precautions (s) ifricsltwii Safety Survey*. In January about animals, especially bulls, and about of tbit year tbe Boreas of Agricultural Eco potion plants, aad hazards to health from nomies Indoded a section on farm accidents insects or unsanitary environment, are given in tbe nationwide economic sample survey of frequent publicity. Among spedal studies are about ijma firm In 0x4 counties. Modern some on dust explosions in Hour mills and sampling methods Wtua used CO provide a fires In cotton gins- Altogether, tbe list is too sample of fume and farm operator* that to treat creditably here. The Depart wouhl be representative of all typo of condi ment has provided this service, *0 useful to tions in all para of the country. The period farm people, for a long time. sampled wm tbe fast three-months of 1949. . Tbe safety benefits of research could be The data on farm accidents obtained by made available to more people quickly i( some 450 Inmskncu axe probably tbe meat the facts were separated from other subject idafafe comgSod ta date. The results have matter aad distributed definitely as research beam afidsBy tdand and published by tbe contributions to farm safety. National gaiety Council. Applying the sample Farm and borne safety and fire-prevention to the serai farm population over the three- publication* of the Department, such as period, we find them wen approxi "Watch Your Step** and "Fire Fighting on mately smmi among people living Farms," are too few in number. More are aad working on f*i -- The direct ant of weeded, based on research to reduce tbe acci lenllfiT. dturit, and horpital sendees re dents of greatest frequency and severity, and quired sonled approximately )S,7jomo. The to remove or farm fire hazards, risen law from tmral activftia totaled 4^00,- <4} Safety in Public Programt. Space will 000 days. not permit description of public nfety pro The Bureau is planning to make a similar nationwide mrvey Jo April 194k If this sur vey la taken, a section on farm accidents win be fodaded for tbe periodof January through March. This win provide figures on farm ac- cfdenta far the fine quarter of a calendar you. Surreys like thaw are a source Cor reliable statistics on farm acadents. The pro vide a sound huts for planning farm safety gram here, but I believe they are well known to this audience. Tbe Forest Service not only has a vast program of fire control, protecting a large portion of tbe private forests of tbe nation cooperatively with tbe state* as well a* all the national tarots, but it alio conducts a program of safety for foresters, woodsmen, ami others. Training oipaind forest fire fighters fa a well-known part of this work. 12 35th National Safety Congress, 1947 `11m Production and Marketing Adminb(ration was principally concerned with the safety of imported tana labor during the war, but has a much wider responsibility tor safety in connection with its agricultural commodity wort. The PMA, through its warehouse inspection, not only makes sure that the inventories are there but that the commodities are stored properly and fire hu> ards eliminated. Another responsibility has to do with the proper labeling of poisons and flammable liquids in the marketing of fungiado. The Soil Conservation Service has a vigor ous employee safety activity which comes into daily farm use through its trained techniriatu assisting the nearly 1,000 soil conservation districts located all over the nation. The Rural Electrification Administration deals actively with safety of electric lines and linemen, farm and home wiring, and every kind of farm and home use of dcctridty. It deals with safety through code enforcement, training of workers, and publications. The Fanners Home Administration has tong been concerned with the safety of fts borrower* as an esrential to protecting farm family enterprise*. THA has observed safe construction codes and promoted safety in all the farm and home, highway, and fireprevention aspects. Its records of accidents on farms have been extremely useful. They have been made widely available to Carts people through all U5DA agencies. The Farm Credit Administration has had both a direct and an indirect effect on thous ands of farm families by urging the observ ance of sound construction codes and safety precautions. National farm loan association employees personally advise and counsel with borrowers regarding insurance coverage re quired by the land banks. Through these and other contacts it is possible to direct borrow ers* thinking toward fire safety. <V! information and Coopmth'e Extension It'orA. Film and radio releases prepared by the Otto of Information are used in three an nual campaign*, which are widely publicized as Spring Clean-Up Week; National Farm Safctv Week: and National Fire Fievention Week. Ettabtisbed contacts between the Of fice of Information and farm papers; between the Depanmem's radio service and radio stations: and also between state extension editor* and the farm and daily pfm with wide circulation in rural areas, contribute materially to these campaign*. The U5DA Safely Council organize* the material for this and rimPar aw. Moreover the Cooperative Extension Service of the Department and the state agricultural college* cooperates with the National Safety Council and the National Fire Protection Association in organizing and distributing bra packets for use by state and county extension workers. These release packets are prepared for county use to facilitate local use of the press, radio, and porters, and the participation of bras people in the activities of three campaigns. A significant measure of results last year is shows in the 1946 statistic al summary of cooperative extension work. Approximately 405400 4-H Club member* received training in safety and fire preven tion: 519400 farm families checked up and removed accident and fire hoards from their homes; and nearly 600,000 farmers cooperated in the prevention of forms firm. (6) Coordination. Early in the war period, the Department of Agriculture faced seriou* manpower problems on bras. Safety and fire prevention were recognized as part of the program for insuring suBdent farm labor to reach wartime food goals. All agencies were urged to promote conservation of labor resources. The Cooperative Extension Service, for example, was designated * to conduct a nationwide program for the prevention of destructive fires on bias. The Emergency Farm Labor Program induded all farm and home safety as well as farm labor safety in its work as an essential step to conserve man power and use it eftdentiy. Safety exhibits and demonstrations were featured In the Farm Labor Program. A real drive on safety was made in connection with the inexperienced workers, particularly aly youngsters, both boys and girls. The appeal was a dual one to both employer and worker. Special safety publications for the youth pro gram were prepared each year in cooperation with the National Safety Council. Employer* were encouraged to protect themselves and their workers by taking out adequate insur ance coverage and. taking part in state work men's compensation programs. Amngeam* were made with the Health and Accident Underwriters* Conference for a special insur ance policy covering accidents sustained by youth and women in farm wort. Coordination, of course, followed the cus tomary administrative channels. However, Farm Section 13 the Director of Personnel, aware that the diminishing number of safety engineer* in the employee program had to be used most effectively, issued a memorandum calling the safety workers of the Department together. The result was the formation of the U5DA Safety Council, a voluntary organization to promote cooperation and coordination of the mutual tifovts. Tbh group became very useful Committee on Boys and CirU Club Work, the Farm Division of the National Safety Council, and tbe Cooperative Extension Serv ice. There arc no actor* in this movie. The people shown are real people--Maryland 4-H Qub boys and girb; Maryland extension workers; and National Safety Award Winners from North, East, South, West, and Middle Wert. to the Department in wartime brm safety Summary work. It continues to take deep interest In the brm safety wort of the Deportment and the program of your Council. To summarize the Department's position in conducting brm safety work: It has gen eral authority, but noc specific authority or The federal government's interest in mfecy funds, for conducting a spedfic, coordinated was emphasized during the pest ts months farm safety program. It is increasing its activ by the President's Conferences 00 Highway ities in brm safety, but cannot do so at the Safety and Fite Pie*cution. In harmony with expense of oths assignments of work for tbe spirit of them conferences. Secretary And which funds have been appropriated. A pro erson designated Asisunl Secretary Charles gram in proportion to the gravity of the acci F. Brannan to further the work of the De dent records among brm people would re partment in brm safety with a view to de quire the balanced coordinated effort of all veloping a Department program for brm agendes of the Department with spedfic safety. Mr. Brannon invited the U5DA Safety appropriated funds for conducting brm safe Council to provide four working committees ty work along the baste lines of (a) ha find for tbe brm safety program. These deal re ing concerning all aspects of aeddent and fire spectively with brm work safety, home safety, looses on bras. (b) research and related automotive safety, and fire prevention. Two development to safeguard brm people; and more commit!re* cover.-respectively, employee (0 action through education, training, and occ safety and field operation*. Employee . nfety recommendations and codes. safety is oho included in tbe automotive and In the past 50 years other great industries fire-prevention committees. have been reduting their accident tones. In The USDA Safety Council is doing an excellent coordinating service os a voluntary organization. It recognizes, however, that it the port 15 years the aeddent rate in manu facturing has been reduced 51 per cent. Esti mate* of aeddent fatalities which occur must rely on considerable gross-root* activity during brm work are 5$ per 100400 workers, by agendo, public and private, that are in as compared with 13 for nanubeturing--a immediate touch with the rural public. Tbe ratio of four to one. The agricultural indus 48 state extension services, and those of Puerto Rico and Hawaii, are working very ckwdy in both the brm safety and fire-pre vention campaigns. And it is extremely grati try, with an aeddent rate in excess of all other industries, needs to redouble its efforts. Pans aeddents and fire losses are economic as well as humanitarian losses of national im fying to note tbe wide and constructive portance. interest taken by American industry in brm Tbe Department is cooperating with feder safety. al. state, and private agenda in its safety For example, last week in the Department we had a premiere showing of a motion pic ture on brm safety. It was produced by the General Motors Corporation, sponsor of the National 4-H Safety awards presented at the National 4-H Club Congress each year. This p>cresrc, "Make Safety Your No. 1 Crop,** should greatly bdp to increase safety-cored* onsncss among rural young peopleu It was produced in cooperation with The National efforts. Many states are giving spedal support to brm safety work. The Department is aware of the great need and b willing to dis charge such responsibilities os the nation may place upon it to enable the agricultural in dustry to better serve the general public through safeguarding the lives and property of farm people. Tbe continuing need for the highest rate of food production emphasizes tba urgency of public interest in farm safety. 14 35th National Safety Congress, 1947 Pooling Besouxcas lorFann Safety (Outbox of Talk) By CHARLES & SHUMAN President Illinois Agricultural Association Pops? Pr--onlod by FLOYD MORRIS Vrcw-Premideat, Illinois Agricultural Association A farm safety program involves many phases of aairily sod it mast recognise the wide diversity of interests In agriculture. Fanning today is not only a way el life-- it it a modem, competitive burincst. Tbcre- fore, we must look upon accident prevention both as an rTotad to rltdeivy and as a measure to lessen human atfainp The groups that mtut work together oq farm safety programs have diverse and, in many ways, conflicting intercats. Farmers in working for better income standards, are in terested in purefcating production supplies and equipment as cheaply as possible and at the not time selling their products to consumers at highest possible prices and with low cost of distribution. Manufacturers, deal ers and hurdler* of fans commodities are usually on the other side of these 1--b. When it comas to a firm mlety program, all groups can work lor a common end, as all are interested in greater cMdcocy. Today in America we need u> find more way* in which we can work tPgnhfT. With the growth of the ^--y iadnstllal, labor and agrfcahssal organisations, it is more and more important that we find tost com mon ground. A wefi planned safety program can be part of this ground. To be effective, it aat be carried down to each rural community. If wo can work together at national, state and tool levels on a safety program, we should he able to find otbex TUESDAY AFTS1NOON SESJON October 7. 1347 .Presiding: HARRY M. PONTIOU5, Safety BireOor, Ohio Fha Bureau Federation; Member, Farm Safety Conference, NiH Safety as Bolatod to Fans Labor By W. D. MURPHY Stats Sapwrriier. Kiteprioo Farm lobar. Stats of QButi Farm labor may be defined as the week, labor or activity relating to the production of fares products. It lodudcs the wotk done on (anm by the operator and other of the farm family; by year-round workers, both single and married; and by seasonal workers, whether they are paid on a. daily, hourly or piece-work basis. During January and February, 1946, Ex tension Farm Labor at the CoBega of Agri culture, Uniwnity of Illinois. bt 'awpaxtioa with the Department ot Agricultural Econom ics, condoned a state-wide farm labor survey. One of the objectives of the surrey was to ascertain the total labor input for aQ dsssw of labor on Illinois farms. You may be inter ested to know that we used a relatively new method ot sampling knows as the Master Sample, which was developed by the Bureau of Agricultural Economics. U. S. Department of Agrknkswe. TBs Master Sample la de signed so that 1 rrfiii obtained from a> the are irysnrwirin of the obtained gjfi umbAe nui) bam jo acres and target. Am amdytia of thaw suepto rrrenta that hr * larger the socsl htar i7ff mooch* pm- ha. nhhed six mouths and rmfans of the mu family babbal three manths. re a socsl of lai per tut of the total labor input. Ifirai totaL 1 wish to add a few au.. igures from an activity we bare been carrying on, tie them IS given and then draw in tbs farm labor office at by Prototor I. W. of the Department o! Agrilag, in the relationship of those of fans safety. We was good, so we asked to send us each week, stdly farm labor reports, a report 1 farm people during the jadnded tbe number of the member injured, dir of mu days km by those a brief description of tbe acti- SUMMARY OF ACCIDENTS BY TWI AND FREQUENCY Type Avenge days tost peretdient jVKuhr fe/sf/J Atmn Amjs lost Killed Auto and truck FaBs Tractor Baling accidents Falling Objects Bone Burns Bull Mower* " Combine Cow Wagon Swine Saw Axe Grinder Shells Corn picker Knife Manure leader Storms and lightning Butchering accidents Cans Mfaceflaaeous machines* MbccOatsKNJS band tools* Macetiaacoos inhniM Other* Total *7 18* i&S aoff - 194 SgjO *5- 17B 15-7 iRO *5-4 -4 J8.I 74> *a-4 t&6 *5* 7-* tax 7-5 3*9 *5* 48 43 9 afl `9 5 *5 5 4 to 9 9 9 7 5 5 3 3 a O 45 9 a fit 993 *7*-5 *881 *78*-5 97 570 7<>S *68 538 *7' *88.5 *54-5 103 343 153 185 . *4 i*5 37 3-5 9 >5 O es SO * *99-5 158*0.5 3* 4 *7 t a 1 0 s 1 X ) 0 0 0 0 0 0> 4 0 * 0 0 0 9 78 1 Hammer miQ, threshing machine, elevator, silo filler, welding equipment, mechanical milking equipment, wire aradxr. *Chisri, hammer, drill, shovel, crowbar, pick axe, nan*. *Sbeep; dogs; goats; gems; snakes; all matures other than pigs, cows, bulb and hones.. 4Drowning; poisoning: aphstow; other tiomnal accidents, such as insea bite infectwas; splints*, tinders and lye in eyes. 16 35th National Safety Cotigress, 1947 dents. Mon of tbe farm adviser* cooperated wholeheartedly and some of than made a determined effort to give us complete and detailed repeats. We bare a summary of accidents to farm people for the period beginning February and ending September *7. This summary obviously does not include all tbe accidents to farm people since the method of reporting cannot pick up every accident. It docs, how ever, give us a good picture of the situation as it exists In Illinois, TOTAL ACCIDENTS BY MONTH FOR THE PERIOD FEBRUARY--SEPTEMBER. 1947 Number Man Month injured days loat Killed February March April May June jir Augim September tea toj *07 t*3 V**o *08 1*6 80 1191 *5x6 . 18684 *7-5 >545-5 557* *8095 JtlOJJ 7 5 u >4 tt t* 7 9 'Total 933 *5*k>-5 78 Let me make it dear that all these acci dents did not occur while the persons were engaged in hum work. Many who were killed or injured in auto or other accidents were not actually n^igul ra farming at the time the aeddem ocwiirrd, Nevertheless, they were just as dead or bodly bast. They were lost to tbe uruling fame of thdr farm. During right months of 1947 the farms of P1^ lost 78 farm people by accidental **-- and ij^saj man days of work as a remit of injuries from 995 accidents. To rtath a calculated meat days loat by those who died, I law akahud the mien fah* in Febru ary as tat to tbe farm for toyfc months, these In March far 9^4 mooths. etc, Tbe rnak is 1957) ana days and a total loss to the farm labor farce of an appalling t.6B man months of bber. Now noil, if you ptent, tbe iyi months of labor input for an average Illinois fane, and with a rapid cal culation you will find that the equivalent of 67 180-acre farms woe completely out of production far a year as a result of accidents. Those accidents took place during right mnnths of a year. No doubt the losses Cor January 1947 were and those during October. November and December will be at approx imately the same rate and severity as for the right months. If this Is true, the loss in 1947 will not be 87 Illinois farms but too, a cooaenradve estimate. Even with all the mecnammtion on farms, the labor of men, women and children is Deeded to make farms productive- Far too much of that labor Is wasted. Nutritions, badly needed foods are not produced. Preliminary Report on Surrey of Farm Accident* By DR CHARLES F. SARLE Bureau af Agricultural Economics, DepA. at Agriculture, WaaUngtoa. D. C. One person was injured during tbe last quarter of 19(6, for every *3 farms included in a sample survey made by the Bureau of Agricultural Economics of the U. S. Depart* mem of Agriculture. Tbe Injuries ranged in severity from a fatal burn to a mashed finger. Tbe survey, made in January 1947, induded about 15.000 farms in 814 counties. Tbe method of selection was designed to obtain figures representative of the entire nation. Although subject to later revision, the figures thus obtained are the mist complete yet avail, able on farm accidents. The accidents reported induded all injur* is to penom living or working cm bum covered in tbe survey, regardless of whether the Injuries ocaured oa or off of the him. Mcxhcal, dental and hospital expenses result ing from these acridctm amounted to a tittle more than $40 per person injured. The time (o from usual activities (week far adults and school or play far children) was reported to be about three weeks per farm person , injured. If the Curas indtirlcd hi tlra ratty were zypsral of the --the country, the remits would nsRate that from October through Decem ber there was* roughly aioyoou weidrafi tfau injured people living or fking on farms: Form Section 17 <hx the injuries cast m total of $8,750000 for medial, dental and hospital expenses; and that tbe time lose boa twul activities totaled 4^4 mAlton days. Tbe survey indicated that about 8 percent of all tbe injuries were In the Northeastern State*, to penon in the Western States, 58 percent in the North Central States, and nearly 44 penoit in the Southern States. Although the number of injuries was closely related to the Bomber of people living or working on farms hi each area, the race was a little above average in tbe highly mechan ised North Central States. Only >9 percent of tbe injuria Involving costs were covered by any imntancr. and these were covered to an extent of only 15 percent of the total cescs to those fastened. Falls injured more farm people than any other type of accident, and falls on stairs and steps oc from vehida were tbe most com mon. Falls aa ice and falls involving home furnishings also led to a number of serious Injuries. Many of the common falls resulted from caiekmoera and tbe disorderly condi tion of stairways, shops, alleyways and barns. Machinery was involitd in ovc* 14 percent of tbe accident*, and tractors in a third of tbe acridetu* anted by machinay. Corn pickers were tbe srepod most common cause of in juries from machinery. Of the ocher accident* caused by machinery, combines, circular saws, mowing machine*, com shelters and grain elevators were repotted most frequently. Farm anted is percent of tbe strident* reported. Hanes and mqka were responsible for 6d paeans of them. Nearly 60 percent of tbe people injured were adults between *5 and 64 yean old. This age group represents about the same proportion of tbe touti farm population. Between the ages of 14 and 64, there were about Sour times as many boys and men in jured as there were women and girls. CM the youngsters under 14. Marty fig percent were boys. About jf percent of the acridenu to farm people were the remit of farm work, while only 8 percent occurred in connection with housework. Rccreuioa and other activities accounted far the rest. About half the acci dents ouunu] outside the borne, but on the farm. One-quarter were in the home, and one-eighth were on tbe road or street. More farm people had accidents in October than la either November or December, prob ably because of the huge amount of harvest work in October. About 46 percent of all accidents were to farm operators and in 7 out of every 10 acci dents tbe operator was doing farm work. In contrast, although accidents to members of operators' families amounted to nearly 45 percent of the total, only 4 out ot 10 were pcifarming farm work. In general, these data are not considered far making national estimates of the number of accidents by types. Also, the sample used was not huge enough to answer fundamental questions such as giving an adequately accurate estimate of fatal acci dents out of all accidents on tbe oacion's him Nor was it large enough far reliable State acckVut estimates or far more detailed study of the causes of accidents to farm people. DISTRIBUTION OF ACCIDENTS ON FARMS BY AGE GROUPS OF PERSON INJURED dge Percent of tote! accidents Uodra *4 pL 14-04 yrs. *5-44 T-< > 85 yrs. and over: Age unknown * *4 *7 3 to Less than 1 parent. 1,8 35th Notional Safety Congress, 1947 ACCIDENTS ON FARMS: PI-ACE OF ACCIDENT BY TYPE. BY PERSON INJURED AND BY TYPE OF ACTIVITY. OCTOBER-DECEMBER, 1938*_____________ Piece of Occident type of accident Home farm Rood or street EltC' where Unknown Totals Machine Falls of ptiiow Animals Burns or shock Hand tools Handling objects Falling objects Stepping or striking against objects Motor vehicles Other Unknown Percent 1 9 1 4 S 1 1 1 Percent to it 9 6 3 a S 3 * Percent 1 * 9 Percent a 1 1 3 Percent * 1 Percent 14 *4 4 10 3 4 6 4 Tools M 5 <3 14 ICO Person injured Operator Member of family Hired worker All others Unknown Totals 9 *5 6 8 4 ftM 7 45 * 7 a *3 50 IS 4 * 100 Type of activity Farm work Housework Recreation Other Unknown & 4* 7* 43 4 -9 s3 5 9 7 v8 Totals *3 )Based on 633 reported accidents. Le than 1 percent. S *3 *4 too ACCIDENTS ON FARMS BY MONTS AND TYPE OF ACTIVITY Type of mttmity Month Farm work fleuwwork ItecTMtioa AU other Unknown Tout! October November December Unknown Percent *S 7 16 Totals (%) 56 *Lcss than 1 percent- Percent 3 3 I 9 ftnmf 5 S 4 IX Percent 6ft Percent *3 Percent 4 *9 3 too Farm Section 19 ACCIDENTS Cm FARMS BY TYPE OF ACTIVITY AND BY PERSON INJURED TfPeot octbity Fansworfc Housework Rcoatioa Other Unknown Operator Percent 3* 10 Totals (%) 4* Lem than a parent. Member of femify *f7t 11 ftwn injured Mind worker JU others Unknown Percent Percent * 7 s* Percent 56 9 as 100 LOSS OF TIME FROM REGULAR ACTIVITIES DUE TO ACCIDENTS ON FARMS BY GEOGRAPHIC AREAS Geographic ' Accidents reporting leer of one Avenge dope Percent of accidents number of days lost Northeast North Cental South Weet U.S. No. *3 *9 7* 537 % totsi Occident 7* &4 9* It as per Occident aft *9 *3 *9 as 1 Amy or Uw *S *f9t 18 " `3 a-7 days *7 3* *7 37 *9 9 * 30 days 3* aft 3* *3 *9 jo or more day* *0 as S3 *3 s8 ACCIDENTS ON FARMS BY TYPE OF ACCIDENT AND SEX OF INJURED Type of Occident PmKIm Falls of paw Annuls Boras or iherit Hand tools Handling objects Falling objects Stepping on or timing rgnfr-- objects Motor abides Other Unknown idem* number reported m *55 74 tS *7 4 so *5 68 S *6 *33 Accidents Mote Percent of total b 9> 9 81 4 4 Si 90 5 7* 9 88 78 Female Percent of total b *M 9 3 *9 5* ift >9 35 *3 lO IS u S5tk National Safety Conyers*, 1947 ACCIDENTS ON FARMS BV TVTt OF ACTIVI i T ANX> 9C l OT INJURED Type of activity Farm work Housework Recreation All other Unknown Total number accidents reported as* 59 76 *44 s W type M mUmSy * 70 tee of total *T typo H nativity so 7 afi 9 All accidents Cm 74 a* ACCIDENTS ON FARMS BY TYPE OF AOOSGVT AXD ACC CROUPS Arpm-p accident Under *4 y*. *4*4 yn. Percent of mil Percent ef ell aeddertit accident* *S am* acme Pattern* mf oM irrifrm Machine Falls of person* Animats Bums or shock Hand tools Handling objects Falling objects Stepping on or striking agauat objects Motor vchides Other Unknown t 1 it S a 1 , All soddenIs *4 7 re ' Lcn than i percent. Cituuu PenemtafaM aaddema* m e Total Percent ef all accidents a 4 too WEDNESDAY MORNING SESSION . October 8. 1947 Presiding: T. A. ERICKSON. rnrmilnm. Koial Scntoo, Geaaal Milk. Member, Pam Safety rnrinmn. NSC. Coordinating Safety Effects By VIOLA ARMSTRONG Director, Women** ActiTitiM, Twtinriw Farm Banan For Kvtnl yaa now we hare M our state Farm Committee which is made np of representation from all of the wpaitt^-- in the state that week with ran! people. Some of them are Farm Bureau, Grange. ETA, 4*H Grewpa. Run] Youth. Fetrolema Aao- Farm Section 21 cation*. Farm Equipment Awociatioos. Amer ican Rod Crow, Home Eeconomio and Cotin* ty Agents, schools. churches and many others of which you are familiar as we know that cadi state has similar state organisations working with rural people. This committee has act regularly during the yean since it was organised. About four years age there seemed to be a great need far wiswsr to keep all of these organhatkwa working on a definite safety project to create ufaty coosdousnem. It so happened that Larry Brandon, secretary and treasurer of the Indiana Farm Bureau and chairman`of our Safety Committee far a mam ba* of years and Ur. Tdhcudr. Pmidat of the Indiana Farm Bureau, timedved the idea that since our work as manager of the Home De- paxtmoM of the Cooperative Association took, us all over the state, meeting not only with the social and educations! leaden of the Farm Bureau but with Home Economic, 4* H. Rural Youth and many others that it might be well if we could give seme of our time in trying to stimulate iaterat in a fans afety program. We accepted this ropocui- bilky far a period of tm yean, or may we put R this way. tong cuoogh So prove to the orgaaimtfaaa tepemeaaad my the state com* mipce that this yeegnm wm important enough m j--rify a fafl time safety spcdaHat. wmsm fa could gfve not only ail of Ida time faialdhis thlakltig to the develop, of suds a pengiam How did we com bos ef the committee that this By proving; to them that our money leaders over the state _ md ready to give some time zad thought aa detag something on a loatl beds II Iky bad some help in the way of ...mUL mggadam far dtsesaston, derr n- m stlonr. plays and so forth. When the maadsbegu so come for the above mentior iuma afaug with the request for speaker* was mt bard so cmrviace anyone that th was a wood for this loll time tpcdalbt. In o. state m have always had a very dose working Tflitlnsship srith Purdue Uolveisity. Director Hodman. Dinoor of Extension, expressed hi dome Isv such a program and let i! be known wbas they could do in the way of ofitt sad assistance. There were not quite enough finances far the beginning but this was even made pos sible by seme rather generous amtxibutioa on the pert of some of the organbadona rep* resented on the state committee. So at the end of a two year period where an attempt had been made to make people safety con scious we had a safety specialist on the job full i** We think you have witnessed that be has done a splendid Job as you have lis tened to the Wayne County group review their experiences while making the survey in thd* county last year'and that is only a part of what has been done. Haw did we get all of them groups work ing together? We have seventeen county com mittees along with other organizations who call representatives from these same groups together fas the county to plan special safety programs. So you see these groups are not only working together on the Rate level but they work together in the county and other local community meetings. Our Rural Youth have given assistance by collecting accident reports. The 4-H is doing some very outstanding work in that they have a safety chairman in each of their dobs whom Job it is to plan safety programs and encourage 4-H members to participate in a* mfety project. The home economic groups have carried some spedal programs on safety mosurcs for homemakers, also through the schools and of course there is some work di rected to safety id our own organization, the Farm Bureau. In a series of district meetings we had the liaison officer from the American Red Grom appeal to our women the impor tance of having accident prevention dasses in the county, also first aid and home nursing courses. Many counties did participate. Our Farm Bureau women have set aside the month ef July as safety month and in tbdf yearly program packet safety material is sent out, also through news letters they are re* minded from time to time that a minute or two at each of their load meetings might be the mans of keeping someone safety con* sdoua. We have seven sub-committecs within the state committee. They arc cdaatioo, women** activities, financial, statistical, legislative, pub licity, and awards. Each of these sub-commit tee* are asked to give a report at each quar terly stare m--ting. You kc they are kept on their toes ftrrsnar no chairman of a sub* iww Hkn to come up without a report amt ta order that they say have something to report means they mast keep busy. Each sub-committee has done a very good Job. As a --of- the Farm Committee we 22 35th National Safety Congress, 1947 have kept our state committee informed as to the activities of the Farm Division of Na tional Safety Council by making reports after ach of our national committee meetings. We also try to impress upon them that they have a responsibility to this national form committee and it an render greater service as we coordinate our efforts within the state and we trust in the future more financial support. We first must begin on the loal level by get* ting groups of people to do something, if noth ing more than group action to dear a hidden crow roads or remove a hatard within a given community by first of all talking about it and then actually removing it. This will accom plish two things; first it will remove the hasard, and second It will make a larger number of people safety conscious. When you can get county groups doing things such as Wayne County you are not only stimulating a lot of Interest within that county but you have figures and facts from your own state to use. It is surprising how many people In other sections of our state are using the findings from Wayne County to prove the need for doing something in their respective counties. This job will not be done by one organiza tion In the local community or on the coun ty level for you have witnessed bow the peo ple from Wayne County by working together as a committee which represented a number of organizations have concentrated their tiforts on a special program with very worth while mulls. The same is true with our slate committee Any one group will never be able to do ttv job but by all the organization oordinaiint their efforts, their thinking, and tbdr finance they will do a better job. Then going Uv next step and that is making each of our stau committees realize that they have a respond biUiy as well as a contribution to the Pam Division of National Safety Council and bi working dosdy with the members of tlx Farm Committee which Mum a coordinated program from the farm home alt the way up to the national level and back down again to the local community. We dare not allow a break anywhere alor; the way if w* an to reach the goal whick waa an well expressed in a mmlug in o state m few yean age by Mr. Footlout when bejeld* "Our job h *o make people safety amadous and to remove all the hazards that can be murid and SO learn bow to live mfc ly with those that cannot be moored." Our efforts mam be or*, only for a safety program as it punka so (be form mad fom home but aim to ibe highway mod im place where Uvas emy be endangered. Yit should each of as take wry seriously the theme of this National Conftta, "Be Careful --The Life You Save May Be Your Own." Farm Section 23 with two convenience outlets and decorated to represent the base section of a kitchen and bathroom wall. A piece of BX cable with No. 14 wire canned* the panels to a distribution cabinet cm an ***** Heavy duty cable connects the dfoutibutlou panel to the main service. A thermometer Is Inserted in the top of one panel to register change In temperature of wiring as the circuits become overloaded. A better right lamp is connected at one end to show drop in light output when a circuit is overloaded. The light output is measured with a light moer and the reading matter is projected on a screen so that the audience can watch the reduction In light. The three appliances are and axe an automatic toaster, an automatic iron, and a taoo watt spue beater with ha. In waning a dtmwwaiiinn. the toaster is connected alone to iifuesem a notawl ditrit load with a is ampere fuse. The torn coma out a nice goidoi brown. Andicncc attention is mho directed to win usymmit and light output. Neat, all thw applfonots are connetted and the 15 lnsprve hw blew ene. Thro wr iln Iftc comet T to ropbeo > (use. The t) ampere fore Is replaced with a sj impure fore m that ne as shew what tmppaaa to lpprisiwr performance and why overfusing creates a serious fire hazard in the borne. All three appliances are connected again so the drop in light output, and the rapid rise in wire temperature can be shown. More toast is made, and the slower perform ance is noted. The satisfactorily browned toast made on the adequately wired circuit is compared with the pale toast nude on the overloaded circuit. The toast and the lamp are visual proof that appliances are "stowed up" when they do not get the electricity they need to operate properly. The iron and beater are also aSeeled but visual evidence is not as readily apparent. We have used this equipment quite exten sively to tell the safe wiring and fusing story to our customers in Southeastern Wisconsin. Mr. Carl Ndtike, Extension Agricultural Engineer, University of Wisconsin has a du plicate set, which be uses for farm meetings throughout the Stale. Similar equipment is bring ujoridcacd by other rural electrification group* in the state. Farm people understand this toast and Ugbt story bcoiiu it givs them a visual appreciation of the relation oi proper wiring and fusing to satisfactory performance of electrical equipment in the home and on tumod. This appreciation can save 480 41 N Efectriccd Safety By EVELYN EVERT Wiaeondn Electric Power Company Three years ago the Wisconsin Utilities Association accepted an invitation from the Stale 4-H Club oAee to provide a faculty to tatb four, one bour rlwam on mfd and effi cient use of electricity at the five district leadership training camps. Subsequently, a verves of lessons to demonstrate the basic needs for adequate wiring and refa fusing was developed. The wiring and fusing story is told visa-i ally with eight charts, a simple demonstra tion wiring panel and common household appliances. Demonstrations are a)Ways pre sented informally and audience participation encouraged. During the entire course we stress the cancel way to handle deesrinty and electrical equipment. We point rest that the .anred way h the mfe way. We explain what proper fusing means and show various types of household fusing protection. With the demonstcatfoo equipment it is easy to show the taeActatt performance of appli ances and bow wiring bests, musing insula tion deterioration, what a circuit is overftued and permitted to become overloaded. The basic tnformatfoa for developing tbc charts ms taken from a University of Wk omnia bulletin "Electricity in the Home.* The daroaetraifon equipment Is composed of two wiring pond boards, each equipped ^faanteicticnA 35TH NATIONAL SAFETY CONGRESS VOLUME XXVII HOME SAFETY SESSIONS NATIONAL SAFETY COUNCIL, INC 20 NO. WACKER DRIVE CHICAGO 6. ILL Foreword rpHE Transaction* of the 35th National Safety Congress and Exposition of the Natiooal Safety Council are pub lished in 29 volumes. Volume I indudes die Annual Meeting, Banquet, Women's Activities, Index to all volumes and list of Exhibitors. Volume II contains the ASSE Session and the Industrial Subject Sessions. Volume XXIX contains the Early Morning Sessions, "Psychology You Can Use." Each of the other volumes is devoted to the sessions of a tingle section or drritiocz of the Council. The transactions are a record of the proceedings of the Congress, cooi-nsed and edited for reference purposes. The complete original manuscripts, many of which contain charts and illustrations which could not be reproduced here, are available in the files of the Natiooal Safety Council. The National Safety Council seeks to eliminate from dismatters not pertinent to the aims of the Council. However, it cannot accept responsibility for the views ex pressed at die Congress or in tins record. It is expected tint the new format of these Transactions will permit wider and more effective use of the material re lating to various fields of safety. At the same time, the whole set provides a complete and indexed reference work on all p**** of accident prevention THE NATIONAL SAFETY COUNCIL SO North Wodw Dtfr* CUoagoiOL ruitraii 3 35th National Safety Congress Transactions AMMd HMttng. Banqiwt Woaw'a Actfeifi##. ftyi-- to afi VnTnmM end TINrMMto--.................................1 nwrirnn ffirllr ^--------J X Aircraft Manufactafam S#cttoa.............................................. 3 ASr Tnuport Sefiao.................................................... JlulomofiT# endMactrina ShopStdtoP......................... 4 3 Cmmmi cad Quarry SacMom................................................... 3 CB--steal SnUm Coal Utahn Section........................ 7 ............................ B Conamiai Yohlclo Socttoa.....................................................i Coaotractton Soctfott............................................................10 Food Soctfoa ...........................................................................U Iml--ilnl Morotog Soetlm.............. It Sfcobto Socttoo.................................. ..IB Moat Packing. Tanning and l*rifcr Indu--rte# Soeftoa..... .14 Malcrtfi Soettoo ............... IB Mining Soctfcm .........................................*........................It Pap* and Palp Soctioo..................... 17 r>lm1>iiin Section........................................... II Paw-- Pm-- Section................................................................IB Pabtte UtfUtte# SocOon............................................................ Bdfatod Section ..................... TlnMrr TToritrrn ................ .tl tt ToxBloSection .................................................. >** Traffic Soettoa .................................... .14 Wood Products Soettoa...........................................................IS Farm Safety....... ................................. tl Homo Safety.............. 17 School and CoQogo Sc--tom............................... XS Psychology You Can Urn (E--ly Homing So--Bono).............tB PRICES OF EXTRA COMES OF INIXVZDOja VOLUMES VOLUME , TO unn"iim S1ZK i top copies sotoppcopies too to ppp sopite loaoormort Las than 14 pagc*-$ .to *. % .15 a. % .15 cm. f .15 esu 4 to 48 pages-- 4j " j " JO" jo** 49 to 96 papsover 96 pagot-- .J5. ** 4p * JO " -4$ " 3 " *45" .Jo 44 " Complete act of Transactions <*9 votuaw)--fjpao NON'MEMBER prices are double member prices. 4 Home Safety Sessions TUESDAY MORNING SESSION October 7. 1947 Publicity and Promotion ior Homo Safety Presiding: W. EARL HALL. Managing Editor. Mason Citf Ctobe-CaiBic; Vice-President for PUbUc Infonnation. NAC. Like Aeddenk--Mart Radio# Arc in Horn## By ELIZABETH HART Director* Woman'# Activiti--, Public Sonde# D#pt, Wgttwwl Broaden--Ing Co., Station WMAQ The problem of people la the field of safety and of those in radio ia alike In one respect-- our taemage must be beard to seO, whether it k wiling safety which Is your aim or selling soap which own. Ena time of as who are In radio -- rtaliae the powerful Influence that radio tm oa our American habits. The I habits and even our health habits. This same power of radio h felt in Mil -- pot#c service. Surely public opinion cm he am-- kt loins uniinn or propaganda which enm m m aa homes by way of radio. 7hare see gawd ami tad ways of Utilizing ratio tfenb Let no see bow you may best sell ye-- mmmgr et mfiery tluv oor medium. " ... - ` `e operations into work operations, t h--e time at tbeir tipmL They to-- a lev takrn rate, they , they ha*e mh me are etmaaety com* . They SmnDy hare time on firca often. A < has teeth 9000 ti I bdlere . "John, h to a 15 mi explanation of why teeth brushing is good. See the director of women's activities in your station. The .Association of Women Di< rectors under the National Association o! Broadcasters is known throughout the nation. There are 650 women with a huge and toyat following conducting programs on the stations throughout the United States. These women sell clothes, household equipment, cosmetics, washing machine, and they can sell your safety. Ordinarily women conducting such programs have a great deal o! leeway in the selecting of material used in thdr alfoted time. Often these srooot are mothers, with family duties in addition to their radio ac tivities, so problems of home and.safety ior the members of thdr bon-- are dear to the women commentators. At iby present moment no one is more safety conscious than 1, as we only recently brought my son borne from the hospital after an outboard motor had cut Ids hip severely, just a ring on the telephone to me right now, and I would devote my whole 15 min utes at WMAQ to a safety message. Since children are aonatandy on the brink of dis aster usually a woman commentator will be more than happy to use safety messages regularly. Again in your aim for time send material to sporta broadcasters aod by ait mom to the dbt jockeys. They have probably as many listeners as any other broadcasters in the country right sow. A brief safety message, and I mean brief--thirty to forty seconds--is just about the hoe potable way (o get your 5 I Foreword rVIHE Transactions of the 35th National Safety Congress aad Exposition of the National Safety Council are pub- fished in 29 volumes. Volume I includes the Annual Meeting, Banquet, Women's Activities, Index to all volumes and List of Exhibitors. Volume II contains the ASSE Session and die Industrial Subject Sessions. Volume XXIX contains the Earfy Morning Sessions, "Psychology You Can Use." Each of the other volumes is devoted to die sessions of a single arrtion or division of the Council. CORRECTION The preceding document has been rephotographed to assure legibility and its image appears immediately hereafter. THE HUaiOtOL SAFETY COUNCIL 20 North Wadfasr Ddn Chicago 6. EL niiut.u. 3 35th National Safety Congress Transactions ra VoL Assad TffnnTInij Banqiwb Worn--i* AcfivtiiM. hdtt to dl V6bflM> and GdflUka,......................................1 rd Snfah> rtirrhf^ and Sabtoci S--toat. 2 Aircraft KamdacisBlng Stcfai.......................................................3 Air Trnsmpart Sncfian................................................. *................4 Autoaottit HocUm Shop Sfeefioci................................. 3 rmiiMil and Qnorf Stdon.......................................................... CliH*nl Eactloa......................... Coed Sfecttoai.......................................................... 3 7 3 CoaosMcckd Vahid* Section...............................................................3 CunatniLtlnii Sactten...........................................................................13 Food Section ....................... 11 XadaaUflilVtasixig Socfloa.................. 12 Mcrrtmt 8cttoo.................................................. 12 Moot facldog. Tatndag and Lnathor Imisflil-- StocficM............14 MMods ScBan ........................................... ..15 ***"*TMy Section....................................... .*13 Paper and Palp Section..................................... 17 Patrotaam Section....... ................................'.......................19 Pawn Pxin Section....................................... 12 Public Utflltfee Section.................................................. BedkoU Section . I....................... 30 .21 Bobber Section........................... 22 Tesftle Section ........................... 23 Traffic 5ectien.......................................................................................24 Wood Products Section............. .25 Farm Safety......... ...............................................................................23 Homo Safety...................................................................................... .27 School and College SinripM....................................................*. .23 Psychology Yon Can Dm (Body Morning Sisfencisj................28 PBICES OF EXTBA COPIES OF INDIVIDUAL. VOLUMES VOLUME jyrr. TO mpmupbr f ,, i top copies ro to 99 copies 10*10999 copies toomormon La* dun *4 jnea. ? .15 esu i .15 at. t .*5 a. *4 to 48 page*-- .*5 " ** au " Jo " 4g to 96 pages- .55 ** jo " -jo ~ -JO over 96 page*- jjo 45 " 45 ** 45 Complete aet o{ Trxosaetkm* (*9 volume*)--'tg-oo NON-MEMBER, price* axe double member price* 4 Home Safety Sessions TUEDAY MORNING SESSION October 7. 1947 Publicity and Promotion for Homo Safety froUitp W. EARL HALL. Managing Editor. Muon City Globe-Gazette; Vke-Broident {or Public latemtin*. NIC like Accidents--Most Radios An in Homes By ELIZABETH HART Director. Woman's ActMUn, Public Senku DepL. Hotfamol Broadcasting Ox, Station WMAQ The problem oC pujk fe ik Ud of safety and of tbm i* mdm i* zfilc tut raped-- our nemgt mm be beaed an tell, whether it ft selling mfery which i* your aim or selling map which cmn. Even them of m who are m radio aMnu nlttr the powerful influence that ndis faa* om o Auoioa habits. The uieige that* hard aerf acted upon can dung* our food habit* aud ra our health habits. Thu same puuu of mtio is felt In Aekk ot public miike. Stndf poblk opinion an be WOTldcd by mfrewition or propaganda which comes to m fe beam by way of radio. Them are good and hud way* of utilizing radio time. Let oe see how you may best sell your image of safety thru our medium, radio. For darity la m divide operations into local mall and acnwufc operations. Ordinarily tool lave time ml their rtwpnml. They have a low talent rate, they have competent production men, they have 20 organise on hand and are extremely tan- munity Minded. They literally have time on their hand*. Go to the nation manager. Do not ash "What can yon give ul" but go with a spe cific suggestion. Your idea may he rejected, bat by the same token may be used. Provide script il yon are reqnoted to do so. Give the station manager spot announce-' mem*. 1 believe safety is sold best by a mes sage which is short and given often. A child has to be told to brush bis teeth 5000 times, and all ac on re he catches on. 1 believe k is betSsr to keep on repeating. "John, brush lev TOTfa", chan subject him *0 a 15 minute explanation of why teeth brushing * good. So* the director of women** activities in your station. The Amodaticm of Women Di rector* undo the National Asmdarioo of Broadcasters i* known throughout the nation. There are Cgs ironoi with a tuge and loyal following conducting program* on she station* throughout the United State*. These women sell doth**, household equipment, cosmetics, washing machine*, and they can sell your safety. Ordinarily womro renWvjny such programs have a great dal of leeway in the selecting of material used in their alloied time. Often these wots are mothers, with family duties in addition to their radio ac tivities, so problem* of home Jad .safety for the members of their bosom are dear to the women commentators. At tha^ present moment no one is more safety conscious than t. as we only recently brought my son home from the hospital after an outboard motor hod cut his hip severely. Just a ring 00 the telephone to me tight now, and 1 would devote my whole ij min utes at WMAQ to a aaltty meosge. Since children are constantly on the brink of dis aster usually a wosnan ktirr will be more than happy to use safety menage* regularly. Again In your aim for time vend materia! to sports broadcaster* and by all means to the disc jockeys. They bare probably as many listener* as any other broadcasters in the country right sow. A brief safety mosage, and 1 mean brief--thirty to forty second*-is just about the best pcoibie way to get your 5 35th National Safety Congress, 1947 ' mesage aooa. Lbtenere won't be tired of the subjm. They will listen in spite of them selves tf Use copy is short, readable and dra matic. Have copy available for tbc station which hi (i) dated to be used during a special week. Fourth of July Accident Cam paign or Fire Prevention 'Week, and (a) timeless copy to be used any day in the week. Such organization* as the FTA, Red Cress, American Legion and so forth help in pre senting programs. Here is what 1 mean. Oft en times stations will have a set period each week for public service programs. One week PTA, the following week American Legion, then Red Cross and so on. Generally message* given on one of these program! can any weight. Also I think .you should take full advantage of tbc work being done by the paper mention, or advertising the perform, en will say "thank you" to the station for Its time. Another way of getting on the air is with genuine news. The National Safety Council does this now with monthly traffic reports, accident stories, special campaigns and the like. Legitimate news always has the right of way ova some published statement which merely expresses someone's opinion. Advotiting agencies are doing a fine and even better job than radio stations in the selling of safety. I believe the reason lor this U "selling b i^'r businos". Tbrir writ ers are cscrilmt and well paid. Large import ant sponsors are anxious to identify their product with home happiness which includes safety. So appeal to the advertiser. Ask him co sell your iticwigr for you. National Safety Council by the use of tran The Leo Burnett Company located In Chi scriptions. 1 refer particularly to the Coun cago b responsible for tbc commercial copy cil1* production of records featuring out on Mr. fallenboro's evening program spon standing radio personal!tio, such as "Super sored by the Pure Oil Company. How's this man," the "Lone Ranger" and "Torn Mix" for selling safety m a popular network eve in children safety programs; "Mr. District ning program which will rod} million* of Attorney" in traffic safety announcements; listeners? "... You won't believe this--un- "Ma Peikins" in safety announcements lor less you've had the thrill lately of driving an homos and Jack Owens of "breakfast Club" old Modal A Ford, a Dodge or Chevrolet of fame in a highway traffic scrica in "Hi Neigh early vintage, or a modern Jeep, and then bor." More than 460 stations have used "Hi miiwt down again the wheel of your Neighbor." As you may know them ate six. own old, but relatively so luxurious, car. But five-minute musical programs featuring Jack if you have done that then you will believe Owens. U we could gs* this scries on all total thk; The larger modern car. may take less stations--there are nearly 1*00 in the country out of you pAyjfasUy, bat It danads more at the present time--we could really sell from you menUlly. That's a bd. You more safety. or less 'By by the seat of your pants* ia those Now one other field which 1 would like little ckac-eoupled four-cylinder bsbio. Your to mention is the field represented by the steering b 'right now,' you're up where you National Safety Council's "Rhythm and Rea cam see the road, and you're up and down son" program, a fifteen minute program writ- with every bump in tbc rood. You stay otookr ten by the Council around electrical tran at the wheeL In a modem ear you telex- scription* especially prepared for radio use. But you're in great danger if your mind docs. "Rhythm and Reason" Is written for five Your virion of the tasd calls for sore im different musical libraries---that doesn't mean agine/ton, more foresight, more memory. You much to you, but your radio people will cam's mm on a dime or scop on a dime. You know what you mean. "Rhythm and Reason". have to think more to be safe. And we'd all 1 am told, is now bring used by jsj stations. better think more when we're at the wheels Interviews will be bdpftil in selling your of these modern .and-getting-more-medern safety message. I believe an audience is more can of ours, if we want to stay safe ..." receptive to an interview program than to a While we are showing the magnificent job straight *tt No matter bow beautiful, tbere done by advertising agenda the Derby Foods U something about one voice going on and . Corporation (Peter Fan Peanut Butter) used on that cuts down on listening interest. Two ' thb commercial on Friday. August t, IJH7- voices or even three add enough, variety to "Three's a right way and a wrong way to keep your listener* interested. After an in ride a bicycle, Tbc wrong way b dangerous. terview program is booked by you, sending The right way b safe. Now, here are a few cards to prospective listeners, getting news thingsremember if you are going to be* Home Safety Sessions safe bicycle pitot. Flat of ah ... . approach all railroad reflags and road iatoseettons slowly, 6 chat you on scop quickly if neces sary. Be sure to look both wap at all crow ing* and intmwriou*. Another thing, don't edge la between seandiag vehicles. Stay be* bind than. If you are behind`them, they can't turn info yon when they start moving. Many follows and gab are killed every year because they forget thb very important rule. Railroad reaming* are dan gerous spots. Yon bare to he on your toes and you have to play safe If yon want to live to play game*. Remember now, approach these danger spots slowly. Stay hAind stand ing vehkSm. loot both ways before proceed ing. Obey these simple rake and yon won't get hurt. Forget them nod yon may be killed. Don't take dum*." And the standard clos ing cagjof the rammi 111 I. mind you. h thb; "Aft the time . .. Bed ... Everywhere . . . Bell ... Be tauttons ... BcO ... Take tare." About the oedy Blums which cooks readily to my mtnd herween small independ ent stations and network operacions in selling your nfcty aiansgc b tbtt transcriptions are not ordinarily ss popular ow the larger sta tion and dramatic scripts arc not feasible. Their rmcricrioea as to talon, muskfens, sound effects men. script writers and so forth seem to mb thb kind of program out. Perhaps x few dot sod don't* might bring this dheumfon to a dew. Well take the don't* first. Don't forget a name, address, and telephone number on all material submitted. Don't 'indude hard to pronounce words in your copy. Perhaps 1 say thb bemuse it em barrasses a radio performer to be stumped on a word, but it b also true that even some of the best pciformers grab copy on tbrir way to the studio. Don't (and the National Safety Council would never be guilty of thb) discriminate against a manufacturer. For instance. "Automobiles axe dangerous." would be okay, but beware of "Rolls Royor Auto mobiles are dangerous." Let me repeat, the National Safety Council would not err. Don't use too many statistics. I believe a listener remembers "Almost io million people" better than gjfifajBu. Round figures we think are better. Don't take picks on any political group. When we come to the Do's I mint pay a OMspUnoK to the men with whom 1 have worked at the National Safety Council here at Chicago. My blend Dan Thompson, Paul jooo, Mr. Tom Fanslcr and Mr. Maynard Coe. No National Safety Council announcemeal has ever come to my desk, which can not immediately go oa the air ... unre hearsed and unedited. The statistics are ac curate. -The printing b good. The sewage b poloted. The lines are dramatic, but the sense to there. Tbere are many demands fee our radio time so with each day or each week we prob ably cannot allocate time to you. Ask for just enough not too much, ctancm are that you will get it. It would be hard for me to deny anyone of you, even if ! were booked solid. Horn* Safety in th* Window By GRACE HOHNADAY ' Secretary. Woman'* Diridon. Norwccrk Safety Council I am a great believer in demonstrator of putting "hoose safety in the wipdow** wboe it wS show. 1 am retie you go along with me in believing earnestly in the peat value of publicizing and displaying home safety in as many ways as possible-as often `as possible and as prominently as possible. U b the only way to reads the general public living in bosses where the majority of acci dents occur. But It b no mail task. We need - color, light, design, burner, dramatics, and every other powerful weapon in the kit bag of the publicity field. There at nothing so sad as a drab display. A home safety display must () arouse interest, (a) create a desire to mend atrekre ways and (3) be safe. We, in our Woman's Division of the New Jersey State Safety Council, use all sorts of avenues to teach our public, the homemaker* of New Jeney just as you do: radio, taetum. plays and skits, leaflets and'booklets, check lists, movies, forums, displays and puppet shows,' S 35th National Safety Congress, 1947 In all these avenues we try to avoid the Obvious without deponing too far from the safety tradition, and to employ the methods of other fields that have put messages across successfully* In other words, we try to attract attention in every way we can, u economi cally as wc on. In our New jersey window we have put our money on three mediums to put home safety acrow. They arc (i) the leaflet and booklet. () displays, and (5} the annual forum. We try to coordinate these three. The subject or theme of the fontns is repeated in the dramatic display for conventions and window, and this year at least in two illus trated leaflets on accidents for children and older people. t-*H year we used as a subject for our annual Home Safety Forum "Fatigue--Fac tor in Home Accidental and we made a display to go with iL. Fatigue is an Important factor in home accidents. A tired housewife it an accident waiting to happen. This may be a new Idra to many women. It is too easy to blame acodents on other things. But who is to say that an exhausting day of bousedcaning. cooking, caring for a baby, washing, ironing, waiting in line at a grocery and taking hubby's brown suit to the cleaners wasn't the roton the fell on the cellar stairs, I beliewr in the acvrmisy for occasional relaxation so sUoogly that I think CTen soap operas serve`a useful purpose if they bring a pause in (be day's occupations for the over nred hoimofc. Industry has Ing recognized the fatigue factor in weak acodrnts. Workers are given occasional roc periods. But a woman's work is never done. We like a dramatic display on home safety best of all because we think it attracts and reaches more women. We discriminating women like color, idea, line and texture. We use our displays in windows--at con ventions and meeting*--at state fain and libraries. fn a general way. here are the yardstick* lor our botae safety displays: t. What is our aim? t. What is exhibit supposed to do? We must inform people--not instruct. Wc also hope for broad acceptance of ideas in presenting the display. We must break down this general public we are trying to reach, it's just a husband, wife and children with possibly grandmother and grandfather living in an apartment or suburban home. All with quite obvious borne accidents on their hands. Some of them serious. In our displays we try to stress the home accidents which occur most frequently--falls, cuts and burns etc. Wc segregate by age groups. We try to appesl to types of women (the mother of small children--the modem young housewife). A good display has color, fine, design--it should have figures of people or thing*. Ideally it should have motion, light and sound. The location of display fa importantthe sire of the space. A snail display tan hr as important as a large one if propoly set up--and properly balanced. Wc also believe In home safety publidiy (which includes displays--porters--booklet*) of keeping statistics to a minimum and stres sing ideas. Good exhibits are illustrated headline*. Let's fill the Windows! "Look Who*. Lucky"--Wasn't Luck By RYAN B. HALL PiMidrat, Hamilton Safety Council (Ohio) That is the record of the Home Safety division** project, which achieved ndrt good will (or the Hamilton Safety Coundl and did a better job of visual eduration,. than any other project which the Council has under' taken since its inception. The Home Safety division of Hamilton Safety Council had been searching for several years for a practical method of approach to the public. One which would reach all walk.* of life and people of all ago. A message was needed which would forceably, and yet fn an entertaining fashion, drive home the story of safety in the home. To concoct a sugar coated safety piU that people would actually ask for was the problem. A colored stide Home Safely Sessions 9 film with a simple but appealing safety story and a snappy, entertaining script seemed to be the answer. Accordingly, late in the year. Robert M. Clark, chairman of the Home Safety division, and Ryan B. Hal), president of the Safety Council, buckled down to the job of develop ing such a film and story. First step was to boil down sil the ideas given them and to select a centra) theme. It was derided that the picture should follow an avenge compew it* Hamilton family through one day's nor mal activities In the home illustrating the common home hazards la the proems. ft was recognised that just the plain habits of every day tiring caused most people to igsore home hazards. They more or less trusted to luck to get them by. From that thought came the title of the film "Look Who's Lucky", As the picture and story dt> vetoped It was decided to point out that all those people who did mat to luck were, consciously or UMoadoadr, running danger ous risks and were really not lucky at all. Only those who woe aware of the hazards in their homes and did something to umrU them couM sdsiQy ussiJtr themdm lucky. From this skrtesal beginning a full * sole scenario was drawn. Each pkatoe was care fully discussed and laid out in detail. Shots were planned both from a story continuity Handpoint and from the angle of the various tommrm lnuifa ta the borne which the two men wanted so IBartiste. Only when this complete ilwthg schedule was drawn op did Clark begin Che aerial work of photographtag. After the shaming schedule was completed, the Uas were arranged in proper sequence and run C. As each picture was flashed On the screen. Hall dictated the script to a stenographer, who ah# volunteered her serv ices. Two re-writes of the script were made to punch it wpi When this was done the en tire production was sucinbied and a private showing glean. ft hod been the intent of the Home Safety divide* from the beginning to proem a film and story which woold interest all ages, and wookl be waitable for showings to groups of women, of mew. of children and of mixed audiences. To be certain that tbc production met this standard, the preview audience was very mrefuliy selected. Souse changes resulted in the script and sequence of films because of reactions at the preview. "Look Who'* Ludry" was then ready for in initial public showing io February of 19(7. To acquaint the public with this new film, n full-page ad in the local newspaper. The JoumsJ-News, was printed. An accompanying full-page spread describing how the picture was made, announcing the cut and setting forth numerous borne safety hints was pub lished. Showings of the film were booked over a span of four months. During that period, zB performances woe given before 5.01s persons. This reproented as avenge audience of al most ito persons per showing. The origin ators of the filat cudofff planned its length to be twenty-two minutes. Thus, with an ad ditional Uttle verbal menage on the part of the narrator concerning Council activities generally, a one-half hour program was made available. This fitted ideally into the program schedule of most organizations. A narrator was used to tend a personal touch to the pro gram Which could not be obtained through the medium of recording. Those who saw (be production were amazed by the fact that it was produced for the very negligible cost of >68.57. Had the any bain of volunteer labor which went into the develooment of the film and the story been taw -d at even the rate of >100 per hour, the coat would have been much, much great er. A constant stream of publidiy hat been kept Bowing relative to the production. Here, again, the Journal-News, as well as Radio Station WMOH of Hamilton, have played major parts. Perhaps much of tbc success of "Look Who's Lucky" ran be attributed to the fact that. In preparing the film and script, Clark and Hall tried to put tbc production on an entertainment as well ms educational buu Every effort was made to stay away from the usual dry safety facts. The script was colored as much as possible and humor was intro duced where feasible. At the same time the safety theme was kept ever prominent. Overwhelming, favorable response from the public has been (be result. The Horae Safety division has felt that, the tremendous amount of time and effort which was expended is more than compensated for by the picture's reception. Suds things cannot always be measured in terms of dollars and cents. If the film has saved one life or prevented one serious injury, the Hamilton Safety Council has been amply rewarded. 10 35th National Safety Congress, 1947 TUESDAY AFTERNOON SESSION October 7, 1947 Hens* Safety Prefects That Succeeded Presiding: LEONARD M. BOARD, United State* Public Health Service. Why a National Conference on Homo Safety? By DffWITT SMITH Chairman, National Conference on Home Safety and Wee Chairman* American Red Croee Th* tnaoben of this audience undoubtedly know that in 1946 there woe 3&000 acciden tal death* in the homes ol the United Stats and that nearly 5,000,000 persons suffered disabling injuries in home accidents, of whom ijo/ioo were left with some permanent Us painnent. Thus, the homo of the nation rival iu streets and highways as a potential source of danger to the indiriduaL The impact of similar statistics on those able to appreciate their significance had al< ready aroused the concern of many nations) organization even before 194$. An astonish' ing number of agencies had fdt impelled to include some son of home safety measures in the programs they sought to promote. When, in 1945, the National Safety Coundl and the American Red Cron undertook to get inform?lion.about the number of such agen cies and the nature of their Interests in the subject of home safety, everyone was sur prised to learn that more than do national organization* could be readily identified with an infinite variety of approaches to the promotion of home accident prevention. Obviously there existed a need for a co ordinating device that would pool the expericnces of the various agrndes for the in formation and guidance of the group as a whole. Such coordination would also give added emphasis to any conclusions that might be agreed to by a majority of the agendo. The National Safety Coundl and the American Red Cram therefore invited 31 of the agendo that seemed to be mpst defi nitely engaged in some fora of home acci dent prevention to participate in what b since came to be known a the National Con ference on Home Safety. A fine sheeting was held in March 1945: the conference, as such, assembled for the fint date' la January 194s, and met again in January 1947. One of the fint activities of the new or ganization was the compilation and distribu tion of Use results of a questionnaire on which cads member agency reported or the scope of Its Interest in the problem and the resources and facilities at iu command. Thus, for example, it bcatac apparent to all that the National Commission on Safety Educa tion of the National Education Association and the American Junior Red Cross provided a direct "**"* of communicating safety ed- ucation to children in the schools; that the Camp Fire Girls, the Girl Scouts, and similar organisations could reads large number* of adolescent children; that the National Insti tute of Architects, the National Committee on Housing, and the National Fire Protection -Association were interested in having modern bousm so planned that accident hazards could be reduced or eliminated: that the American Home Economics Anndatien. the American Women's Voluntary Services, the CoooamcrV Co-operative Association, the Farmers' Edu cational and Cooperative Union, the General Federation of Women's Clubs, the National Board of the Y.W.CA-, the National Congress of Parents and Teachers, the National Grange, and other similar agencies had ar eas to vast ready made audiences of adult homemakers whose interest could be aroused and directed toward the achievement of home safety; and that the National Safe's Council and the American Red Cram had personnel trained la safety who were anil able to amis* fa the development of com munity emoprisa dindsd toward the aac end. ' A program designed to e&IJst the active participation of each individual of school age or above in each of the 55 ani^btr homes in this country has mad of every conceivable Homs Safety Sessions 11 approach to the individual drisen. This 1. Tbe Committee on Home Accident Sta means that every One of the agencies that tistics recognized the notable lade of reliable protases an interest in the promotion of statistical data in this field and concluded that home safety, and hundreds more that may three developments were essential before acci be unaware at proem of such an teterew, dent reporting methods could be deemed lo must be shown the Deed for effective propa be' on a level with other epidemiological ganda designed to make tuiyaa aeddeot studies; conscious. a. Standardization of definitions The National Conference on Home Safety b. Standardization of methods of collection is not intended in any sense to replace ether and analysis of fads, and sgendes or to lessen their influence. On the contrary, it is designed lo facilitate the more effective and intelligent promotion of soch c. Development of interest among health officers in a reporting and anatysis program. of tbdr alms and purposo as may Uc within the scope of a comprebensfre program of home safety. It is hoped that the stimulation ol the conference findings and recommenda tions may extend far beyond the spheres of influence represented by Us own member ship. The conference exists to provide a forum in which the representativm of all agencies actively interested In the prevention of acci Practical plans were proposed (or the utilization-of-tbe full resource* of the con ference and its constituent members <n bring ing about substantial improvement* along the tines indicated. a. The Committee on Home Planning and Construction, haring summarized certain home hazard* that might be lessened in prop erly designed dwellings, undertook on behalf of the National Conference on Home Safety dents in the boose may owes at least annually to promote mutual undentending and foodwill, to develop an swarenew of tbe pro grams of each, of the cooperating agendo, and to formulate a national boast safety program dmigned to enlist the active portidpotion not only of conterenee member* hut of all other sgendes and individuals con cerned, 'the conference exists to promote tbe asek ing of spedal studies of accident hazards in tbe borne and of specific recommendations pertaining to their elimination or curtail ment In some Instances, soda studies are conducted by the standing committees of tbe conference. The conference exists to give leadership and direction to Its member agendet in their efforts to attain such objectives ar. a. More adequate statistical and technical mcstdi. , b. More adequate presentation of the need for home safety measure* through pro motional and publicity media, c More effective guidance and assistance to enlbt public support la a cooperative effort to insure a greater degree of safety in the homes than are yet to be built. g. Tbe Committee on Home Maintenance and Operation formulated a number of projects lor consideration by the conicreme; a. To interpret the word Totr" in ac cordance with the broad concept: "Home b where yon and year family are". b. To develop a cooperative approach to tbe problem bnfft upon some such slogan as "The Family Cooperates for Safety," and a iperifieri Use of the responsibiHtica amigoad to each member of tbe family group sen. daughter, father, mother, grandparent--in the achievement of heme safety. c. To prepare or mratlt bibliographies of materials approps late for different economic levels, different types of hornet, and different geographic loca tions. (L- To indicate where research on the muses of home accidents is most asm tial: environmental or managerial. In the development of local borne safety e. To encourage advertisers of equipment programs. to emphasize the safety latum of their d. Promotion of educational programs in products and to recommend and ex- schools, collcgei, and other educational plaza th* safety raeassum to be observed agendo. in the care and tzse of the equipment, At its sgcsd animal meeting its January f. To plan needed visual material for 1947 the aaksom iixeivctl formal reports teaching units 00 home safety at dih from team ef its madmg committees: ferent educational levels. 12 35th National Safety Congress, 1947 4. Tbe Committee on Education and Public Information submitted an outline of a report that will be printed for extensive distribution and will attempt to define tbe scope of tbe problem and tbe area or rtspoaubslitv in home safety education and promotional ac tivities, including-. a. Statement of objectives and seed far home safety education. Tbe sdecrioo by the Umcad Sana Oak then's Bureau of AcddcM Pmaim as the tbemg for tbe Annual Child Balk Shy is 1917 was dwe largely to the hd that Dr. Manta Elliot, Assocm* Chief at she Iwai. b. Teacher preparation for teaching bowse afety. c. Responsibility for borne safety in tbe school program. d. Adult education, c. Promotional activities. f. Needed emphasis for borne afety edu cation. g. Recommendations for borne safety edu* cation. The consideration of these and similar committee reports by tbe representatives of the agencies comprising tbe National Con* ferenee on Horae Safety will help to focus nationwide attention on some of tbe more pressing problem of home afety. Effective publicity given to tbe finding of these committecs will suggest to tbe widest possible audience practical ways of coping with borne accident hazards. The conference is in a position to release more varied and more comprehensive publieity material pertaining to home afety than any of its constituent agendo. For instance. A Man's Cattle, of which .40,000 copies have already beat released through member agendes, was published jointly by two member agenda of tbe con ference, It is a well executed pamphlet, in color, with striking illustrations and caption* dealing with many aspects of tbe borne safety program and outlining in the briefest terms a community approach to the problem. The uqc two member agencies again col. laborated a few months later in tbe produc tion of a less elaborately illustrated pamphlet entitled There Is Safety In Numbers, of which 57,000 copies have been distributed. This pamphlet addresses itself to the task of in* . forming locil agenda and individuals bow to initiate, develop, and maintain within* each community a functioning organization that is capable of enlisting every constructive force in a unified, comprehensive effort to prevent home accidents. I be tried oat doe regard to the ranks < While it is mUtcly ttac ffta will be able to among in own such ridoation 10 make tta has pwnMc nt f sods financial nfiynt aa any he staWk. perbajn fans one sr fare. Oitihlf jftwfi fstpdii dueled the* w ; potable crated fay tta conference among fas member agencies and tta ufuhn ha ttac tbe bat skills and experience an the home safety field can be enlisted and applied by the conference to insure tta sswros of tbe enterprise. Let me aay in closing dm mainaunt d tbe goal of tbe home safety program depcah entirely on our ability to befog the principles and practices dm will psevezu. accidents the attention of tbe iadrifath within each borne In a Coras conducive so thrir ac ceptance and observance. To this end we on* utilize every feasible apptonefi so tta consdousnen of tbe indivkhnl and essay iupis sible agency that is concerned with she health and well being of omr iHimam. In the National Conference on Rose Safas* we have made a start in tbe dacahs si effective teamwork among 51 ascfosl agen da. Let us hope that this eatoprisr m> grow in numbers and in spirit until all people everywhere are shown what they cow do for ihcznsdva in due prevention of madias death and Injury from accidental causes. Home Safety Sessions IS Home Safety As We Sell It By MBS. R- W. HARDY . Chairman, Women's Division, Lansing Safety Council "Acridctu Facts", published by the Nation good housekeeping. There Is no need to go al Safety Council, shows that 53^00 people were fulled and nearly 5^000,000 were Injured m so-caBed home accidents. This figure rata md to motor vehicle deaths in compari with wapuinMl, traffic, and fans Consequently, taking into further and enumerate the various hazards existing in tbe American home; you have ah heard that too much already. Tbe point is that if we correct the hazard of the bathroom, we will probably, find hazards existing in the kitchen. Therefore, mother must be sold that . figures and using tbe program must envelop tbe entire home. tbe women of our dreaded to make an honest about it. off tbe Lansing Safety We are told that 96 pet cent of all acci dents are caused by human failure--human failure because of tbe lack of a courteous al titude toward a healthy living and a lack of ta 1939- > *W4 >M proper instruction, and as it affects the home to tbe Women's --"proper home training". If a youngster it so do a more complete r safety job, but they still ret objective accident pre- taught in the borne to live a bedthy and a safe life from birth and his habits are well formed, they will tend to carry on through bis I (Erectly with home acddentL off octr DifUou, who have adopmd the dngin *^afety Begins at Home", tel that no startling reduction in accidents will be made nun we sell every housewife in Lansing on her responsibility in tbe safety of tbe community. ' We fed Unf it is mother who is the one person interested to whether dad's working conditions are pro- whole life. You might rightfully ask now, "that's all good, bat so whai?" "What are you going to do about it?" Our plan U oot new. In rite development of our program, we have received the assistance of the National Safety Council and Us staff members and various other communities who have home safety programs. We do tel in some outs we have tried to develop something that is new and unique; if nothing more than looking at Che whole program as a long range pro it is toother who can sell dad on observing the simple rales of safe working while on tbe job; it is mother who Is intoested in the traffic program where it affects ha youngster going to and from school and tbe older members of tbe family In tbe use of tbe family car bods night and day; it u mother who mys a little prayer to hermil each irywntrig as tbe family kava for ifcfjr daily ocrapaJjona whether at work or at wham, prays that they safely return to her gram for tbe future. Our organhaboa is set up so that every women's dub is invited to be officially repre sented in tbe Women's Division by one or more members who meet regularly once a month to bear a speako 00 a subject which ts of vital importance to os at that time. These representatives return to their own group and pass on the message to their members and consequently into tbe bomeUfe of Laming. We receive too pa cent cooperation in the development of our program from the public and parochial tebook of tbe community and it is mother who is hurt the most when one tbe School Safety Committee of tba Lansing f her breed is hot Safety Council. For' example, last spring In other words, mother is still morally the 15,00a home inspection blanks were distri family bare in any American boor- buted to tbe grade school children and with la ear program tbe housewife must tbe of their parents a home inspec he shown that in order to accomplish this tion made. We are pfenning a program for program she mast set a good example in the mfcty off ber borne as to Its equipment and uk storage of equipment. In other words-- this fall In cooperation with tbe Boy Scouts of America to have placed on the front door of every borne this little sticker which reads. 14 33th National Safety Congress; 194? "Safety Begins at Hone--Coopenting with the Lansing Safety Cnuodl**. We women do not daiia that we on do the job alone, but w* do want to stow the official governmental family of enforcement, education, and engineering that we are wQ ing to take our jesjxxnihility in making Lansing a safe place in which to lire; wort, and play. Each new mother receives a "Con gratulations" pamphlet for their new arrival which was published by the National Safety Council, and a letter to the new mother signed by the Chairman of the Women's Division. Bookmarks arc furnished through the pub lic library carrying a sewage from Ibe Women's Division or tbe prevention of home accidents. * A member of tbe Women's Dlvfaioa states on the Traffic Committee of the Lansing Safety Council in the development of tnfte safety programs. Several of our members serve' on the Board of Control of the Safety Council, and one of our women is boomed by serving on the policy making and financial planning committee of tbe Council. A speaker's bureau has been maintained by our division, and programs have been ar ranged aad speaker* Net owt to earfom groups la the community. Wc aren't fooling onnctvci that the pv gram we bare laid to redner borne arridber* ie going to be an caey owe. Wc mlhf ihr enormous selling job shad of os, aad we realise k is m Paul Jones of the Mitisro1 Safety Council has adequately put it. "we ascst*t talking to anyone whs is going in get lulled: the KtirtoS is always gofog to happen tn the home sown the tracks m so the lm person's borne". It Is a tunny thing as yon look at this problem, that accidents never earn in hit any mm tlmltmluB of tbe rich, the --Mifflv dm the peer, but thru eecm to be equally divided ling all ranks ei American .house life. Thus faring it. we sin cwdy rmtise the big job ahrod of us. Dome's it seem silly tw think b thh ri Mch a tough job- Would it he an hard It wc came tb realisation that no one penoo or orgaplcatloe could do it alone, but that it must he tbe coordinated effort* of tbe entire community of official and unofficial <epain> liosw pulling together oo a single idea not thinking of who k going to get the credit foe the job hot that etas a substantial rrductloo takes place wc can alt say "a job well done". Thousands of Homo- Accidents a T#ar By JOHN W. GATES Director, Safety Serric--. Atlanta Bed Craw Chapter The first essential ui any good safety pith gram is that these persons to whom the pro gram is being directed are aware of the threat to their well being posed by tbe par ticular accident situation concerned. In most communities the newspaper* and other pub licity media give generous coverage to those accidents which find tbeir way into public records--these bring principally traffic and other public acadenu. Those of us interested in borne safety have had to rely principally on the excellent records accumulated In the Safety Council's Accident Facts lor otir home acrident statistics. Each man's borne bring "his aide** there is a natural privacy un rounding those accidents occurring within the home and it is very seldom aad only in tbe exceptional cases, that they recrire much publicity. Yet, if we are to make a reasonable inroad on tbe borne acrident problem la our locality, we tnusc put forcibly before the pub. lie a report as to the great extent bom ac cidents aSea tbe community. In using national statistic) for this purpose wc run into the *>< bugaboo--"it can't happen here". Human nature causes all of us to tswM that any national ttstbtki are reporting situations foreign to our own door steps. <Tbe acre fori that then are very few report* in load publication* coocauing borne mishaps encourages belief that they present no problem of a tool ostoic. In promoting a borne safety program la Wash ington and Atlanta c bead U aecamiy a* owe of our fint steps So develop some mean* of public information to prove that bowse accidents were not only as niimirons hot even sure numerous than traffic and ocher Home Safety Sessions 15 oftypea paMk accident* with which the res*, provided for chat purpose, in organising dicass at our cities axe more familiar. both the Atlanta and Washington survey* i as we knew that nowhere was t a reservoir of accumulated j that aeddents. there was I to be done. We must organise mm mm surrey. How was this to be done? we believe that the simplicity of this form was very instrumental in our success in ob taining hospital cooperation. We used the same form in obtaining a report of deaths from tbe Bureau of Vital Statistic*. !i wm apparent that the survey must be Equipped with these simple reporting kept anas or rise our statistics would soon forms, we visited the superintendent of each t rhrir effectiveness by becoming obsolete hospital. We explained tbe purpose of the dm Also, It was apparent that it survey and were careful to point out the t be practical nor even possible to simplicity of the information required from arogt deer to door survey. We asked the tbe hospital. In both cities we received with oaoths "Who would have borne accident u shr. The answer bring, of course, tbe dories* and bmpiiali who were required us out difficulty too per cent cooperation. In some caw*, tbe superintendent was merely politely agreeable but we were pleased to trout the victim* of these mishap*. For tbe find in many cases a real enthusiasm for the thewmmb of cases that did not receive med project. In faa, tbe superintendent of a large ical lnrfinn of course there were no record* Atlanta hospital stated that be (dt that all os any poetical way of recording them. too seldom hospitals had opportunity to serve We also discarded the idea of-a survey isurog doctor* at bring impractical, partiallasfy as we were planning to accumulate our figures on a weekly bom. Tbit dedakm was the public in tbe prevention rather chan tbe effect of aeddents. A visit was made to the Chief Statistician at tbe Bureau of Vital Statis tics and hi* ready cooperation obtained. sadc so that wc could efler fairly bob new* Haring completed these preliminary ar concerning home aeddents more frequently rangements tbe survey was rmdy to begin. to tbe food publlmtioo*. It was agreed that tbe hospitals and tbe sta The hospitals lita were left ao the only practical source for tbe information we re quired concerning injuries. We anticipated that by using the hospitals* records we would miss a large number of accidents that did not require brepftal attention but at tbe sasac time we would record all the more serious accidents and these were the one* which required tbe greatest attention in a prevention program. Tbe gathering of Id-' formation regarding home aedekoe death* presorted a more simple problem. Wc fine worked through tbe coroner's office In our Washington survey but later found that tbe Bureau of Vital Statistics, where the death certificates are prepared, presented a more accurate source. We have - continuously ob tained our death statistka from thh Bureau tistical bureau would report tbe aeddents coming to their attention each week. The week ran bom Friday to Thursday of the following week as this would give us time to prepare publicity releases for tbe weekend. Our first arrangement was to have tbe vari ous zeoofd clerks mall the reporting form to us but this was soon found to be ansatbfactory. Due to tbe number of desk* con cerned and also the faa that they were busily engaged, tbe reports would frequently reach us too late. We then instituted a pick up service where wc would risk each hospital weekly obtain their report. There was another advantage to this system la that we were able to make tbe acquaintance of tbe recording personnel and discern with them the surrey, thereby stimulating tbeir enthus iasm for the project. This, of course, led We were now ready to begin work on se to better reports- curing tbe necessary cooperation from tbe The actual results compiled in our survey hospital* for tbe project. We prepared a are startling. They revealed literally thou simple form which provided space to record sands of bonne accident* a year. For example, the sex and age of the victim and a separate in tbe survey we have been conducting this reintan for mk of the major types of acci . year through August gist, we bare recorded dents. All that was required for a hospital 4g deaths and s,ygff Injuries as a result of to record a m*c was to inter* a deck mark in home mishap*. During the same period traffic the payer column, tsoce tbe sex and age and aeddents which here-to-tare bad received all give brief details in tbe remarks rotman tbe publicity, accounted for only tff deaths. 16 3Sth National Safety Congress, 1947 Horn* Safety Sessions 17 We might mention, in civic pride, that these id deaths represent a substantial reduction from the Atlanta traffic toll for the same period of the previous year. You may well imagine the attention that has been attracted when we publicise the above figures. In fact, we have received evidence that our reading or listening audience has been shocked by them. Tbe uses of the survey material have been many and varied. Of course, our primary intention was to give publicity to the local home accident problem. To this end we visited the editors of the local newspapers and received thdr auranee that they would print a weekly story each Sunday based ou the reports accumulated (or the prtctedlng week by our survey. In these stories we strive to point out seasonal trends, more frequent types of accidents and include, for the sake of making the article newsy, unusual or freak accidents that have been reported. In With- ington these stories have been carried each week by all the papers while in Atlanta tegular coverage has been given by The At tnnla Journal. Reference is made in cads Mory also to the total number of deaths and injuries which have been reported so far dur ing the current year as these totals have al ways been greater than traffic and other types of accidents reported in the paper*. The survey has caused attention to be directed, for the first lime, to home accidents as a community problem. The information is recorded In a ledger kept in our effier and mimeographed reports issued semi-anmulh. The mailing list for this report is becoming steadily greater. Among those ntrihsg n are safety instructors, school teachers and safety engineers. Another important mult o( the survey is that it penults our safety in structors to adapt thdr teaching to fool problems which have been mM by the statistics. We know (mu results that our surrrvr have had tbe desired mult of drawing public attention to borne accidents. The my num ber of requests that we get for information stemming Emm tbe survey proem this point and the number of these tequests increases constantly. Many of (be requests come from borne makers and mothers for information as to how to avoid accidents they hod read of in our stories, tn this respect the tunn acta directly as a safety measure. During tbe past year fa Atlanta we have been favored by a Full column by one of our leading edi torial writers, 'Hie Washington Star baa de voted fall page spreads with pfourra de picting many of the acridenta reported through the survey. Tndy thou uurrys in these two ronnun; tarn ham ahraly but surety caused the spot- light d public attention to be directed on the severity <4 the problem that home accident* pose tn them imnnimltim. A similar wnn .can do the tame in your community, Wc recommend it to you as tbe beginning and basis for a sound borne safety program. How Homo Economist In BusSnmss Can Contribute to Horn* Safety Program By 1EANETTE CAMPBELL Homs Ssrrics Dspt., Gscsral Mil]*, Inc. The home economist, by the very nature of her mining, Is interested in everything pertaining to the home. The btuinoa home economist working on a local level is active in many organizations in her community and works with large groups of homemakers and young people. Many of the business home economists employed by national organiza tions reach millions of women through radio and written material. These women are in an ideal position to integrate the teaching of safety with information on cooking, kitchen planning, clothing, and home man agement. Let's glimpse for tbe nexf few minutes some of the specific ways in which home economists its business can help to promote safe practices in the home. Fine of all, let ' consider tbe home economists employed bv newspapers and magazines to write homemaking columns. How can they help? One way would be to give a safety tip otk da. in tbe newspaper food column. A safety tip dally It better than devoting a column to the subject and then dropping it for awhile, fluids ran go far In showing women bow to because one idea a day is Ukely to be read, protect their families. and the subject of safety U kept before the 1 am sure we are familiar with the excellent homemaker each day. making her more job which has been, and It being done by amadous of U. the newspaper and magazine home economisu This daily safety tip could appear in a in pointing out safe housekeeping habits to separate block or more subtly by incor the women of America. porating tbe mfoty message right in a rtdpe. We all know (bat most women read and dtp out redpea--no matter how many they Wbat can the radio bomeuuking pro grams do? Mott radio stations do not employ home economists, but much of the materia) ay have bulging out of already rsowded used on their programs for women Is gathered kitchen drawer*. How ran safety information be incorporated in a redpe or in direction* for preparing food? Let's my that I'm telling , you bow to make an avorado, grapefruit from information pot out by home econo mists. Home economisu supplying this infor mation ran Include safety tips. In radio, showmanship is a nccoaary ingredient, and salad. to home mfety ran be draaed up with bright rim 111 have to mention that the grape sequin trim so that women will listen. fruit must be peeled and sectioned, and that the avocado must be peeled and cut hi skt piece*. Wouldn't It be easy to add "Be sure vour kitchen knives are sharp. Sharp knives arc km dangerous than dull one*. To pad grapefruit, be sura to cut away from yarn. Tbh stay, if tbe knife illpa It drift cm jm." Then a short, detailed description of jom how to peel a grapefruit could fotfow, and if possible a picture or diagram showing how it's done. The fact I* that cutting grape fruit properly is much caster and quicker as well as being safer. In an article on "getting a good btrakfast**. many mfety tip* ran be interspersed with the food information. How about the home- As In the newspaper and magazine, small Mu of mfety inhumation given each day are more effective than devoting a whole program to tbe subject. It's a tot like the old wra-dried Connecticut storekeeper as he watched two dly girls riding down the dusty rood on their btcydea, dad in the briefest of shoita and halter*. A dty man who had topped in to buy something commented "The modem girl know* how to get her nun better than her grandma did", Tbe old man eyed the girls reflectively, paused and said "1 don't know about that, ashler. 1 never seen a matafsl merchant wbo put all his goods on display at once. Tbe wise storekeeper shows one prize item at a time. That's what their aakcr who comes down to the kitchen to get grandma*> did." And so it is with information breakfast for tbe family wearing a flimsy on boose safety via radio. It's better (o give housecoat with long Bowing ilstml And the Ihtcn'ng audience one prim item each bdteve me, there are plenty who fall h that day. category. This is a dangerous practice when working around fire, as we all know. These iKiwoBittn can- be warned in a food column about tbe danger of this practice. Tor many ideas are difficult to absorb all at one date. It's far better to get one or iwo ihoustus across. That's where real service can be given. How an this be done on the In magazine homenuking column* when radio?--Well, women ate still very fond oi information la printed on efficient way* to soap operas, so possibly a one minute skit dean' house, safety tiy" i tbe proper use each day in which a home accident such a* of stepbidden ran be >. Stepladdcn have a fall down the cellar steps is dramatized-- to be used, or maybe 1 should say. should screams and all--would get the point across. be used, when cleaning walls and places too Maybe it should be oiled "It Can Happen high to reach. Pictures could illustrate this To You". After the dzamatizad version, the very welL Comparisons such as "Don't do announcer might say, "Is your home full of this** where it shows a woman stepping on a booby traps? To avoid felling down your box or a chair and "Do tills'* showing a good stain, be sure that your stairway is not lie* Monty steptadder with each step wide enough tend with brooms, mops, toys or other to stand on, are excellent in teaching good articles." borne safety mama. Tbe home ceooomistt employed by gar and Also pictures indicating sate storage places electric companies are in an ideal position (or household disinfectants, lye, and cleaning to any on a safety program locally through 18 35th National Softly Congress, 1947 demonstrations and on bone calls. Some public utilities la Isrger dtie* have a theatre cooking school promotion In neighborhood theatres each year. Her Is aa excellent chance to include kitchen safety ioaow. 1 m par* tiaiiariy aware of this chance to reads home* makers became tip until the first of this year I mi with the Minneapolis Gas Light Company, and In their theatre cooking seboob a year ago. one demonstration in each theatre was devoted to safety in the kitchen. Safety Up* can be worked Into a demon. tration easily and subtly. Food* to be neii in the demonstration ate chosen opedally so that safety pointers can be discussed. This h an example. Let's start with the top of the range. Let's assume that we're showing our audience bow to cook beets in one of the new plowre saucepans. We're also showing bow to fry potatoes In deep fat. What safety tips can we include? Let's take the pressure sauce pan first. Well show it to the Women. Well tell tbeta that when they purchase a pressure saucepan, they should be sure to read the manufacturer'* directions areftiily before at* tempting to operate it. V/e wOl ioui the point that safety vents be kept dean and free from food particles at all times and well show bow. We will further Umw that the saucepan should never be more than two-thirds full of food. During the cooking operation we can demonstrate the need Bor keeping the handle of the saucepan and all other pans turned toward the back of the range so children cah't reads them and SO that older people won't brush against them. After the beets are cooked we show the refeast of steam to zero pressure before removing the cover. Now we come to the oven. A diem* souBM or a custard which is baked in a casserole ftmouoded by hot water teaches a very good safety lawn. After the sotiBH or maid is baked, we take it from Ibe oven, turn the beat off, and Jet the pen containing the. water remain in the oven until it* cold before removing it, thus eliminating the danger of a tad bum. It b) chance the water spills while we're carrying iL In an orco demonstration, there's a good chance to show bow to use heavy pot bofcferv making sure they're dry. A damp pot holder touching a hot oven rack or hot pans fotme steam and could cause a boro. A canning demonstration offers .worth of opportunities to teach (mat safety. Ho* ate a few points to be stressed: ptepo ilmaso* and sreriUntloo of |sn so foods fl) keep ihe need for using the water bath metbcsi for fruits: and the pressure cooker far rear tibia, meats, and poultry, A thorough ditaurion of boraibnts poison fag i* terms Women can understand it err talnly hi order along with a warning about not osfag the orai for canning. l*re seen at> real women who were so badly burned that they trill be scarred for life betaore they in fared on arming foods is the oven. I tan remoatare mfffog on a lady is om of mi Mihncepotts hospital* who had been aroertn* beans in her sim, 1 abo visited her home to ire the damage wUdi had been aused b> the far explosion. Gfan was imbedded in the walls, beam were plastered on the cril ing. and the range was a twisted mam of streL How did it happen? Well she pecked the, beam in the pus to within an Inch erf their Ura. She turned the oaten on the fan down with a ske-Ukc grip and (hen she placed them ha the oven. Although she would hare had a jar explosion in a pressure cooker Cotlowing this kind of procedure, the damage would woe hare beret quite so grwi fn the prasit cooker, A jar explosion Is not the only dangei with oven canning. Hat an not penetrate aa thoroughly to the center of jan in a dr* beat atmosphere stub as an orm. u in i moist beat atmosphere like that a water bath or pttanire cooker. If three Is not dm oufib penetration of bat, foods will spoil In a tatmfag demonuratlon all such mfen factors can be explained and shown. Women bare an opportunity to sak questlam m-l dear wp assy pukka which has faaaa pur ding there. Safety tips cast be lariadrd In rah and every demonstncJoss. Gas rampant hirer coonomhta an urge ream sa bn sab thaw appliances baring the AGA Mar 9nr brat of Approval, wftOe dank eampsrey barer economists can urge treasra sa buy appffawam approved by the Underwriter"* I ihsisisrii l The representatives of the siaetth. ora ponies should impms upon haaemahres the safety need far haring arm mcrsHi light rockets and twitches rith taaahaad jrefi chains. Hununakm haaU roafcc am aid craisuinf tamps sod other sleonesI ap pliances are nac ftaynd. Gas irnysny bouse camomim, aWiwg on Home Safety Sessions 19 notearn in tbdr heroes, can check to see that ( bunsm are in proper adjustment. guaint so starry utility companies now operate kitchen planning departments rd like co mention some ways In which the home Msanko employed by three companies can help to promote mfety In the kitchen. If there b a teal kitchen oo display, llffjc cards printing out the safety features ceQ prove a great help. Knife racks where only the handle* ere exposed or where sharp blades are protected; light switches arranged so lights can be turned on at the door so you don't enter a dark room; electric outlets iosCalkd away from the sink; proper lighting over special work areas like the sink: proper and ` adequate storage so that there won't be dis order in the kitchen; fiat botloaed-wril bal anced pans which won't tip displayed on top of (be range and rounded corner* on an counter* and tables--these are jnst a few of the many ways to make the kitchen vale- Kftchen planning consultant* talk to men and women personally and in targe groups. Here they stress (be Deed or proper arrange ment of kitchen equipment and proper work ing bright* to eliminate fatigue and thus to make the homemaker more alert so she n able to avoid needkas accident*. Many kitchen planning center* have a bookshelf on which all kinds of book* and msguises pertaining to house building are kept for customers to read. These can jndodc strides on safe home construction and repair. Further, the kitchen planning consultant ran work with architects to include safety (atom wbesi drawing home plana, and with loot authorities and dric evgatriatiom to promote and enforce safe budding codes. Home cemoodsu employed by food om- peaks can. through demonstration* and printed material, teach wrensn bow to sseee ; foods property both before and after cooking to ftkainate food spoilage. We on also lo ciode safety tips in recipe* and bulletin*. An example is a custard pie recipe or one for cream puffs or eclair* where a word of caution an be included in large print "Be sure to store in the refrigerator". Mote and more equipment companies are employing borne economists. These women are on guard to help tbdr companies manu facture safe equipment. Through careful tewing in the laboratory they are able to discover ponible hararri*. so that these on be eliminated before the product reachcx the market. The equipment home economist helps in another way, too. She write* or helps to write the iostniaioae (or using the equipment. She strives to tee that these direction* are written daily, in dean, and in an Interesting manner with plenty of illustrations and diagrams to boaemekea will be sure to read and understand them. WeVe been talking about what the home economists in burtoos can do fodivfdoaBy to help promote safer kitchens. What an we do m a group? fn St. Louis, the Home Economists in Badness tfotasnd a local institute mod train ing school Cor the women of the community. Five 1atom were held, once a week. Fob- lfeity for the institute was attained through newspaper articles. radio announcement!, and letter* to dot*. All women who irmplrfrrt the five lessons mr awarded a Bane Safety hglmrt Badge. finds institutes should be gwnwnd in coDsboratkm with the National Salwy Con di, in other ddn. We on hdp to tench women safe kitchen practice* ao chat 570a people won't meet (brie dead* fat tttbtm this next year, and so that Bjanoe went be injured in that same room. If we afl work uigrthii we may be able to make "lot* a sate and more enjoyable place In which to live. mn w 35TH NATIONAL SAFETY CONGRESS VOLUME XXVIII SCHOOL AND COLLEGE SESSION5 NATIONAL SAFETY COUNCIL, f20 NO. WACKER DRIVE CHICAGO . i Foreword Transactions of the 35th National Safety Congress am Exposition of the National Safety Council are pub* foiled m 29 -volumes. Volume I includes die Annual Meeting, Banquet, Women's Activities, Index to all volumes and List of Exhibitors. Volume II contains the ASSE Session and the Industrial Subject Sessions. Volume XXIX contains the Early Morning Sessions, "Psychology You Can Use." Each of the other volumes is devoted to the sessions of a single section or divirion of the Council. Hie transactions are a record of the proceedings of the Congress, condensed and edited for reference purposes. The complete original manuscripts, many o! which contain charts and illustrations which could not be reproduced here, are available in the files of the National Safety Council. The National Safety Council series to eliminate from dis cussion matters not pertinent to die aims of the Council. However, it cannot accept responsibility for the views ex pressed at the Congress or in this record. It is expected that the new format of these Transactions will permit wider and more effective use of the material re lating to various fields of safety. At foe same time, the whole set provides a complete and indexed reference work on all phases of accident prevention. THE NATIONAL SAFETY COUNCIL 20 North Wocfesc Drive Chicago t, DL 35th National Safety Congress Transactions THto VoL Annual Muuflng. Banquet Women'* Acftvftla*. tiyfe* io cdl Voinnn osd fithlbttom................... 1 American Society of Softy Engfaeart and Striked ft--Ion*, t Aircraft Mannfcectaring Section ......................................................3 Air Transport Section............................. 4 Automotive and Machine Shop Section..........................................3 Cement and Quoitt Section............................... 3 <^1^ Section ........................... 9 Coal Mining Section.................................................................. 3 Commended Vehicle Section.............................................. 3 ConeiracSoB Section.......................................................................10 Food Section.................................... H Industrial Herring Section............. IS Marine Section ......................................................................................13 Meat Packing. Tanning and LoathW Induririee Section............14 Metals Section .............. 13 Mitring Section .................................................. 13 Payee and Pulp Suction.....................................................................17 Petroleum Section..................................... 13 Power Pleas Section...................................................... 13 PahBc Utflitiua Section .........................................................................SO BaQroad Section .................................. SI Bobber Section....................... SS Textile Section.....................................................................................S3 Traffic Section.......................................................................................34 Wood Products Section.....................................................................S3 Farm Safety.................................................. S3 Home Safety .........................................................................................ST School and College Sessions.......................... S3 Psychology Yon Can Use (Early Morning SMelons?............. .S3 PH1CZS OF EXTRA COPIES OF QfDiVIDUAl. VOLUMES VOLUME SIZE TO MEMBERS ilopcopUt to tofftopics too to 9ff copies torn or more Lai than pnw > joca. t .1$ es. $ .15 a. $ .15 ea. t4 to 4* peg**- J5. M - " -o ** -*e " 49 10 9> page*- *35 S " -J P om 96 pagea-- -o " 45 " 44 44 fimiplm sec of TnnadioM <*9 rolumw)--ho NON-UEMBER prim ate double member price*. 4 School and College Sessions MONDAY AFTERNOON SESSION October 6, 1947 Gnanrol S--sion Presiding: Nan Amkuok, Supervisor. Section on Safety Education, Dhr. of Inatnwttoo. rUtsburfih Public Schools; General Chairman, Safety Education Supervisor*' Sectkm, NAG* Wliat I Expect From My Satotf Patrol By WILLARD E. GORLIN 8u|Mtiitndwl of SehooU. MUmtapoli. public School. No safety program will succeed until we bare developed proper attitudes toward safety--until we fed that Itk smart (0 be safe, la our existing society. U is socially acceptable to be Unsafe. The high school girl prefers "glamour** data with a boy wbe is not afraid to take dunces, with one wbo trill speed, and wbo isn't afraid to go through a rad light, now and then. High school stu dents are not alone in the attitude of "If* .mart to be unsafe"; this attitude is one shared by older persona. Until everyone ukcs.coesdoua pride in the faa that be Is a skatfiil driver, or that the has a fire blanket in the kitchen to maothcr null firm--until one Is proud of taking countless mfety precautiona-any safety pro* gram wiQ bare a hud tiara bring effective. This U hot on tegument Ogolm* specialised activities, Specialized activities if they ate to be effective, however, should stem from an integrated safety program which permeates the whole school program. The school U the hub of the community by the very token of (he feet that it has the largest community enrollment--from kinder* gotten through adolt education dirni. The school, then, sobuld endeavor to pull the support of all community agendes into Its safety education program. We have talked a great deal about co-ordinated community safety programs, but lots of it has just been talk. We still have many separate agenda, room ot whom are very worth while, and arc working toward the same goal, but lack of coordination among them agendo results in whole segments of the population felling to We ate seared, eaDoosed, hardened to ac- reeeire the benefit of a mfety education ridosta. it i* easier to let professional mfety program. penooa do the work. We atiO do not fed that Schools should give definite attention to it\ stnett to be safe. Until we develop a pro the development and maintenance of physical gram wbkft wfiD change existing attitudes to fitness. The war showed us, by the number ward safety, our aeddent rate wiQ continue. of young men rejected from service, that we Many sthuuk carry cm safety education programs io school buildings whkh are net nfa. Unfortunately, assay school persona have hues into the habit pattern of teachbig in unsafe MUhift. They are oitha shoot Art lunift, they are carriaw about Utile things like handrails and stair treads. These sesame forget that safety should be taught W terms of environment. Safety education should not be tcafnri to a sperisiircri program which la taagbt to s 40-mlauto period. Safety edumtiou should be tadaded to reading, writing, arithmetic, mcfel scudto, sad the edemas It should be are a soft, flabby radon. It is probable that physical condition has a great deal to do with accidents. If yon have a tot reaction time and are well co-ordinated, yon arc teas lifcdy to have an accident than if yon are In poor physical condition. A public which Is well iofaraud about hazards will be store likely to support a safety ttfoaaion program thaa a public whkh is unaware of existing dangers. Schools, along arfth ocher community organizations, have left the people ignorant of the caoscs and effect* of accidents, as well as methods of cootroOing factor* which contribute to aed- 5 6 35th National Safety Congress, 1947 of the community. It is the logical agency to dispense nfrrwirj nfety information. A safety education program which cannot change along with changing condition*, will be an ineffective program. For example, it is not enough to swear at motor bikes and say that they should not be allowed. Obviously, motor bikes have become a pan of the Amer ican scene. The sensible thing to do then is to expand the safety education program to include motor bikes. But you who are re sponsible for the safety education program in your community must member this- ] you must not only cope with existing hazards, ; you must foncc and be prepared for new j hazards. A well-adjusted person and a well-adjusted | educational program must be able to control, an ew changing eniitmaam-ot become maladjusted. Your mfiety education program cannot remain static Yota must have a dy namic program to match tbe dynamics of the modem world. TUESDAY AFTERNOON SESSION October 7. 1947 National Driror Education and Training Program Presiding: Gosoon C. Graham, Supervisor. Safety Education Dept.. Detroit Public School}; General nnin-- National Driver Education and Training Committee, NS.C. Accrediting Driver Training Couim By D1L A. R. LAUER Profecaor of Psychology* Iowa Stats Collsgs The Subcommittee on Acacditlng Driver Training Courses has canvassed the field wry carefully and. finds no specific cases which indicate that accrediting of ** work hat. been questioned if at least three fundamental academic conditions obtain. These are; i. A properly oriented administration that approves of education for safe living mod that does not hold a reactionary phil osophy of education. a. Courses which are up to the standard requirements in coutent and organiza tion. 3.Proper selection of heat departments. It seems to be largely a mtta of proper selection of departments to serve as hosts to this newcomer in tbe acadanie galaxy. It Is not likely that tbe rhakal courses in taaguaga would be given aedit in atomic physics at the California Institute of Technology or that courses in live stock breediog would be accredited in tbe Union Theological Sem inary. Neither would tbe Center for Safety Education at New York University accept credit toward the doctorate from finishing courses for girls at Stephens College Includ ing coiffure and tbe proper etiquette at spring formals. At Iowa State College, for instance. there are from 15 to to credit beam about or pertaining to mfe driving, but such course would not be accepted by the cata logue committee if it were to become a pan of the curriculum in romance taagsage or music. Physical education and health have tbe pre dominance of courses offend throughout the country although education reus a dose sec ond. Psychology and sdenee have been more favored in some schools while t--<wi *m. a very worthy host, seems to braD the proces sion. One might make either at two superfids? conclusions regarding tbe predominance of certain departments being active fas thb field; viz^ (i) they are short of content material of their own and are looking lor new subject matter, or (s) they axe move program!1* than other departments. As a matter of fact, neith er is probably ONiect. A shortage of fmiiiWriii arts teachers hat kept than frost becoming more widely interested in the newer area*. Their day is already too fall. The mm* is true of vocational agricultural tacben. Tbe outdoor and field aspects appeal to physical education groups who have frequmtly pio neered the week. School and College Seldom (n one eastern school tbe mathematics partmeot has accepted responsibility for the irk and a thesis on tbe mathematics of drivI wu written in tbe college of education a wot, coast university. This apparently describes tbe picture as presents itself allbough there is no reason if the physical science* and schools rf cmncrce should not share in this vital program. Tbe committee refuses to accept tbe prob- m of accrediting as a crucial one, because has almost Invariably been accepted as a liter of course when the adminfatrariots was ittdently interested. However, finicky carculuta committees are always weighted own with their responsibility to tbe world sgarding tbe standards or higher education iid any new subject must be made twice aa ard as tbe "old reliables'* to be considered ortfcv of adit. This committee's chairman ltd a major in modern language In the indergraduate school, and these comma have icver been questioned as to aedit even bough some of them ate decidedly "map" >r easy ways of earning credit. Furthermore, oany students go through them with little er so useful and effective knowledge or skill in be language studied. To be rather construdire, however, we say indicate the natural steps Ut securing aedit for safe driving arunes, if resistance t* anticipated. The following steps sir im structon are selected wbo arc prepared and qualified to handle tbe work. 6, Inaugurate some kind of research proj ects and carry them along m a high plana. When available, publish the re sults. Use a few mathematical formulas if you care to impress the educators. Show that your course does make better citizen* si measured by their violation and accident records. If these step* are carried out, accrediting problems will vanish. One of the greateM drawbacks to accredit ing of rout-- is lack ot properly trained instructors In charge. It is dificult to con vince tbe well-trained administrator or reg istrar that he should give five seamier boon college credit to a course-meaning a total of some *70 boon of a student's time--when you tell him that the professor io charge has obtained a diploma fim * 40-lwur course himself. It isn't dificult to understand why accrediting of driving may have hit a snag at some places; in fact, it is a miracle that its cars have not here completely knocked down as a aedit course. Some program has been made, however, thanks to a sympathetic group of educators. New York University has set op courses in safety leading to the doctorate. Iowa State uollep has a major In safety and human conservation and Iowa Sate Teachers College offer* a minor in driving and safety. Many portant. other schools have staflu wno and a prece 1. First sell the administration on the dent has beak established. U accrediting is work as a curriculum isbjtct a. Set it up In a systematic and profes sional way. Prepare ontltom. a syllabus or "< sad adopt standard uxi- a problem we belie** it is the tcacherh own huh in many cases for giving substandard work. Very recently tbe Superintendent of Public books. j. guild the ctwu.se on a sound foundation of theory and practice. This means set ting up of props objectives uring prob lems, required library readings. week Sheets and laboratory profitsms to ac complish pupO uiitirrusri datod. Urn reliable testing devices to be --wed that tbe desired results are actually Inunction lew Iowa called a meeting of those giving driver training and these interrated in accrediting and asked what standards should be set up for teacbm of driving. It was unanimously agreed that the standards should be the same as for any other subject. Consequently, daring the year 1947-48 they will require every teacher of driving to have a minimum of 40 dock boon la materials obtained. 4. Utilize tbe remits oi rematch kkh axe available. Driving it a science and a great deal has been done on roods, cats, and method*. tbe next year the Masdardt will be raised, and by 1949-50 every teaches of driving will have to have 15 quarter hours or to semester boon to he approved by the and equipment la addition to consider- state as a teacher of driving in any fora. able work doue -- tbe drirer-the key There b a constitutional dame which bolds to tbe accident problem. in effect that "once approved always ap 5. Finally, lay tbe aunt fiat to include proved" and this wQ protect the experienced regular classroom work in addition to teacher who may not lave been able to secure bebiod-tb^wbeel practice. 5ee that in 8 35th National Softly Congress, 1947 the advance work prescribed for newer teachm. When this is done in every state the problem of accrediting driving will vanish completely. Yon need not {ear that colleges and high schools will refuse to accredit those things wtxkh the regulatory bodies in educa tion are listing for approval of leachm. More Rsank `needs to be done on the resold of driver training, not only on skills and knowledge bat also on attitudes toward talc and driving. Also, more experimental Studies of driving, per se, should be made. Too much driver training has been oo the fpecnlative kid. We .are given to teaching the driver up to the print where be may get a driving permit or perhaps even giving an advanced crane until he can get his driv er's license. Imagine a university graduating its tensors when they can Just write their *--- Of emme. many post graduates can hardly do that now. But seriously, there must be mere advanced work done. We have rea son to believe that a driver could study lew even a year and not exhaust all !h things a good driver thouId krsotr if hr had a teacher smart enough to direct him. We have tried to say here that accrediting of driving course*, either in college or high school is relatively simple if standards ct other subjects taught are upheld. It is our feeling that proper allocation of the count enlightened administrator*, high standards of accomplishment, better organised course*, research and above all, properly trained teach ers, will eliminate this problem entirely. In the meantime, we can all cooperate In ihU endeavor to raise our standards and thus help reduce aeddenu on the highway which are needlessly taking dose to 40,000 Uvea a year. Tow* Sute College It just Inaugurating * second crime for those who have taken 3 regular ao-dock hour course in driving erikd "Practice and Theory of Driving." At proem writing this course seems to he experiencing no trouble- In getting by the catalogue com critter., It Is recommended that the mripanem on accrediting be considered as consumsmtrrf and the Sub-Committee be dismissed. How Can Can Bo Mad* AraUablo to Sdkoob for Driver Tralntaq Purpoeet? (Report of tha SubCoaunittM) By M. R DARLINGTON. JR. Managing Director, Inter-Industry Highway Safety Committee In oerr report submitted to the National Safety Congrew h 1946 several methods by which cars could be obtained for driver training pvrposa were listed. In the belief that interot la driver training wooId be stimulated by a nation-wide pro gram for the procurement of cars by indi vidual schools' the Committee subsequently resammumded the- following: that a member of the Committee and a representatlv* of the National Commiadoft on Safety Education submit to the Automobile Manufacturer* As sociation a national program whereby cars may be made available to schools for behind- thc-wheel rmcruafoa by purchase, rent; lease or loan. This suggestion was icfciicd to the recently formed Inter-Industry Highway Safety Com mittee which represents the automobile, petroleum and tire industries and the Na tional Automobile Dales Association, The purpose of this Committee Is to support the President's Highway Safety Coofcrence "Ac tion Program" by orgaolrieg state and local committees.of dealers and trade association representatives of the three Industries to co operate with public oAcUb and orgaohatiom active in highway safety. One of the programs adopted by vernal state Inter-Industry Committees is the promo tion of high school driver training by: (1) Urging the schools to train teachers to offer the subject, (s) Loaning can through the dealers for behlnd-tbe-wbeel instruction. It is anticipated the promotion of driver training vrfQ be stepped up matoiaOy through state and local Inter-Industry Committees within the next few month*. In addition to thh program, the American Automobile Association has announced an are available through their to any school wishing to offer a tone la driver School and College Sessions 9 training. With these developments it appears we have reached, or will in the near future, the peajlion of haring more can available for bchlnd-lhe-wbecl instruction than trained teachers to offer the subject- Since the objec tive* of our Committee have largely been fulfilled, the following soggmtions are offered for consideration of the National Driver Edu cation and Training Committee: (1) That the Subcommittee on "How Can Cars Be Made Available to Schools for Driver Training Purposes?" be dismissed. (s) That every effort be made through offi cial and non-official organisations to promote an expanded program of teacher training for behind-tbe-wheel instruction. Driver Education Legislation By AMOS E. NEYHART Admlalfftretlv* HmxL Ixutiftrf* of Public Safety, Ths Pennsylvania Slat* Collog*; go Read Training, American Aulomobil* Association The subcommittee of the Nations! Safety that this propoml is not intended to bar Council's Driver Training Committee on members of highway patrols, highway depart "Should Model Legislation for Driver Train ments, motor vehicle administrators and other ing Be Prepared by Thla Croup?" fovois agencies, public and private, from cooperat wholeheartedly the introduction of driver ing in these activities to the fullest possible education and training in our schools. This extent. bould be accomplished through educational A study hu been made of existing legis leadership and guidance and sound promo lative enactments affecting driver education tion on tbc part of the sgodu and organ!- and training throughout the country and the ratiom, both public and private, interested suggested act is submitted lor comkiaatkHV in this phase of traffic accident prevention. AN ACT ESTABLISHING IN THE PUBLIC The Miboommlttee does not favor legisla SCHOOL SYSTEM OF THE (STATE. tion in order to ges courses of any hind COMMONWEALTH) A UNIIORM. started in our schools. However, the sub . STANDARD PROGRAM OF MOTOR VT. committee is well aware that some courses HICLZ DRIVER EDUCATION AND such as health, dries, temperance and other* TRAINING have been introduced through legislation. In BE IT ENACTED BY THE PEOPLE OF *Utsi where legislation Is bring considered THE (STATE, COMMONWEALTH) OP: ur in states where there is a pcaribility of new Section 1. This act shall be known as the legislation io this area, the sub-committee Driver Education end Training Law. fed* that in order to avoid undesirable legis lu tlon a. Findings and Dedantioo of lation, it Is preferable to have prepared suit- Policy (a) It Is hereby determined and de aide material for sudi legislation. ' clared as a matter of legislative finding that 'flic subcommittee felt that as a prelimin (*) TraJEc aeridepto continue to pile up ary u> the drafting of the material in this an appalling inwil of dotha and crippling field a surrey should be made of existlag legis injuries on the arms and highways of the lative enaamenta affecting driver education {State. Commonwealth) of__________ . and and training throughout ibe country to de (a) The future outlook far highway safety termine which faturea might be meat effec under expected eonJkfom ef immekal in tive and incorporated In the suggmtcd legis crease in vehicles and greater mileage traveled lation, is even more romcing than tbc situation Ptirtbcnmm, the mrehm of the subcom presently cabling and the satmy f the citi mittee present at the hat marling were unan zens of the (State, Cummnuurehh) of--------- imously of tbc opiakm that all activities h> is a paramount mama of guitnvmeat and tbc fidd of driver cduatioo and training (S) D n well ocabibbed tins muter vehicle should come preferably through the legally driven adequately trained and faDy cognizant constituted educational authority. The sub of their respotnibOiria are mfer drirna chan committee wishes to make Itself equally dear * tboae without such training and 10 35th National Safety Congress, 1947 (4) The public schools have demonstrated that a very constructive training program can aid directly in the reduction o! accidents and improvement ot traffic conditions. Section 5- Department ol Public Instruc tion to assist in setting up program (a) The Department of Public Instruction shall assist school districts throughout the (State, Com monwealth) in the functioning of an epproved program by (i) Establishing teacher training courses tv Insure expert guidance in the training of prospective drivers (t) Recommendation of minimum stand* aids for the clamour work in driver eduation and the practical worit in behind-tbcwheel Instruction (3) Recommending the amount of credit to be given toward graduation, If any (4) Providing such yiitinrr and malting such regulations as may be necessary to carry out the purpose of this program. Section 4. Local School Districts May Ea tablish Coatses Local school districts may establish courses in driver education and training under direc tion of the Department of Public Instruction by complying with the approved program and may apply thereto for such assistance at may be available. Section 5- Department May Provide Aasfa- The Department of Public lustrattion may provide assistance to load school districts to the extent of appropriation available m follows; (1) Employment of a State Supervisor ol Safety Education and artcwaiy traveling experns; purchase of audio-visual training aids and driver testing equipment! (t) Special subsidy to local school districts for the employment of teacben. Section 0. Appropriation The sum oL~..--_____,,or so much thereof as may be necessary is hereby appropriated an nually from the (source of fund) to the De partment of Public' lnstnxxSon to defray the expenses Involved in carrying out the pro visions of the act. The following methods of obtaining funds to appropriate for driver education and train ing are suggested: 1. Increase the com of the drivorb permit or appropriate a portion of the preaent fee a. Increase the cost of the operatorb license or appropriate a portion of the gitwiit fee 3. Increase slightly the vehicle registration fee or appropriate a portlen of the present fee 4. Earmark a portion of the present state gasoline tax 5. Earmark a puritan af (he aeaer vehicle inspection fund i An appropriation from the gnscral fund. Suggested Policies and Standards ior 'the Acquisition and Use of Auiomobilee far High-School Driving fadncSoo (SttmmtnY ol Hapott) By STANLEY A. ABERCROMBIE SpnciaHat Traffic Safely Education, National Pomml--li et of Safniy , Education, NEA Shortly ahex the end of tbe war the ftEA Research Division axtdaeuA a surrey amoog school systems in tbe United Scales to de termine tbe extent and character of highschool driving uMtmoma. More recently tbe National Cnneusiariju 00 Safety Zdootim of the NEA pobtahed ms aleJnhntht guide book articled Zcrb Teach Drmmg, which represented tbe vwfc of sheet flfty persona. That taco are cited to show the burnt d the NEA and the National Comaahtion on Safety Education h the subject of driver training is high chocla About a year ago, the csmmMco under took a joist project with the Americas Am dacion of School Administrators and the Na tional Council of Chief Stale School Officers to provide guiding principles far school* planning to Inwpuu driving, lohhg that many UgknMssKfwpBtkgtof thfa iacroafcm for the tot time, the eowsmfasion btBttn the upon growing on of Srktmt amd Cattega Saueons 11 this project win be a definite and much seed ed bap to superintendent* sod princi^b whw are unacquainted with the ariminfartathc and instructional problems In this area ef misey education. This Is particularly true with ra sped to tbe acquisition and use of training can by high schools. In Its present stage of development, the re port include*; baric cooriderations before scboob undertake to teach driving; seggawed poaaadures lor training car* from varioae seurco; adatinfaaation of driving in- wnsrtion; and recommended local jwonferas for driving foetrartlna Before a Baal report fa published, aO in terested wptdniiaae wffl be asked far ait- kfoms and suggestions on the material in the report. It fa hoped that a |inMhhert report any be tody for distribution within the beast esc or two awwslha. TUESDAY MORNING SESSION October 7, 1947 Group Mooting on Safety in Industrial Education rrmUtnp Bml Bums. Chief, Acddent Investigation and Statistics Section, Western Electric Co, tnc. Thffi Part of thffi School Administrator By JAMES R SMITH PrtadpaL Lann Technical High School (Chicago) Sines the two reboots contented in this project are the Washburn* Trade School and the Lane Technical High School, the administrators involved at present are Martin Brauns, director ot Washburns, and myselfHowerer, the part we play would be dupli cated in any Chicago secondary school where such a project would be introduced. Of course, tbe actual work of carrying 00 such a project as a safety program Is dele gated to the various building administrators, teachers and students, but tbe co-ordination of tbe different phases of the work, its direc tion and its evaluation are all the ropemri bllity of the chief school administrator. The same principle bold* for assistance front sources outside the school. William Scan, tbe safety coordinator lor tbe Board ot Education, worka with, and through tbe school administrator, and with tbe xdmlnH- slot's approval -the mfety co-ordinator works through tbe shop superintendent and other administrative faculty members. Com mittees, such as the inspection committee from industry and the Safety Council, do likewise. Tbe school administrator fa tbe co-ordinator for all there groups and the teachers and pupils must be contacted through him. It should be understood definitely tint the principal, while rapooribfo for the admin istration and supcrvfakm of tbe school, fa not dictator. He fa a co-ordinator, a liaison officer, a guidance executive whose doty It fa to see that all groups work together. It fa bis job to sec that teachers, safety co-ordinator, outside advisory committee*, parents, and others work together harmoniously and dem ocratically to achieve the dobed result*. He leads, suggests, permado. but be also asks for suggestion*, accept* Ideas and works with the group. la this school shop mfocy project. It has been the job of the school administrator to see that a democratfa1-. cuerdlnaisri procedure was followed. This project we* not forced upon tbe tochers and pupil* by or through industry, the principal. Urn camera! office or anyone dee. For yean, Lane and Washburn* have had Sac safety programs frj their shop*, laboratories, gymnasiums and dueuim. When the opportunity to work with the com mittee from tbe Safety Council w*s pre sented to these schools, it was gladly accepted by teacben and pupils, as wcQ a* by the school adstinfacraton, A school shop safety project, such as tbb, fa stuxessfai only to the degree that tbe stu dents are Influenced to become thoroughly trained in proper safe habits and procedure* and us become nitty conscious. Tbe students rTunastlirs mac fenJtl;wr actively in tbe 12 35th National Safety Congress, 194? program, It is part of the school administra tor's responsibility to see that the project U so conducted that every boy in every shop is concerned about safety and that the bovs themselves have a voice in the program and its administration. Perhaps it would be well to state briefly how this project is organized so that the boys are concerned and do participate. Lane Tech has a very active, very well-orgaruied, democratic student council, as you have per haps noted from newspaper items about arises. The school, in this matter* has an advantage over industry, inasmuch as evei) shop teacher is an espcdally trained and selected individual who can lead the bo>* and guide them into the proper channel* Oa the other hand, there are disadvantages Boys are inclined to be daring, to be care less at times, to Indulge in "fooling" or "horseplay" unless some check is given. Al though a fine safety program is democrati cally introduced and maintained, both schoolmen and industrial personnel know that there its accomplishments during the war. The boys in the student council are representatives from the various rooms and yean. One of the officers in the student council U the stu dent director of safety. The director of safety can wort; through the representatives of ibc student council on matters of general safety, are tims when individuals do not conform to the rule* of mfety or common sense. It is the duty of the teacher to see that them in* dividual* are educated so that they do con form. And ft U the responsibility of the school administrator to see hi the teacher receive* the necessary bdp. uich as the loading of suntan, etc In the case of the shop daises, however, there is a special setup. In cadi of the shop ebuo, there is a student nfcty inspector, who is responsible for certain definite items or features. These safety impectn** meet with the student director at safety, the shop superintendent and the shop department To be sped6c suppose a boy repeatedly breaks safety rules and indulges in pradial jokes or "horseplay" despite warnings, adrice and attempts to point out the danger to himself and others. The leather, has a right to aslt that something be done. Some member of the wlninbtisliic staff should confer with the bey and with Us parent* chairmen to discs* their duties and responv so that the seriousness of the dotation i* ihilitk% and to make mggmkim. Eads boy has a definite list of duties for which he is responsible in bis shop. Thus, the boys bare brought oat. It the hoy mill p mitts. it may be neceuary to take the boy from the shop until he lam that mfety b a "most**. In a very definite and vita} putt In the shop a school shop, lack et knowledge et mfe safety program. practices or failure to follow safe procedure* The teaches*, too, hare meetings. The shop superintendent aieeti periodically with the shop department chairmen and the U-as valid a reason for failure or dropping tbr subject as is laBure or iail^Uty to do the work. Fortunately, such asm are ex Beard of Education Safety co-ordinator. The tremely rare but in a mfety project, teachers department chairmen confer with the tochers and popQs should know that aO hare a in their departmenu. At these meetings, matters of safety are ribrained and emphatired. Suggestions and comment*. made fo voke and responsibility and no individual will be allowed to endanger himself or others. In any mfety project such as this, the school the school administrator and teachers by staff must always remember that the project such persons aa the safety council inspection committee are brought op. Problems are talked over and decisions are made. Thor meetings arc the teachere and no attempt is is part of a general program. A school safety program Is a continuous program inroWng mfety in the gymnasiums, taboracorio, duv rooms and corridors and includes even such made by either Mr. 5ean or the adminUtra- mfety outside the school at traffic safety. live stall of the school to force a program on the teachers and pupils. Because of these meeting* of tbe teachers and the meetings of the pupils, the safety program and pro The shop safety project, while It emphasize* safety in the shops, has a carryover value into the other phases of safety education and training. Therefore, the value ot such cedures evolved are the work and response a project Is not confined to a specific field bility of everyone. The school administrator and the school as a whole k concerned. The must see that this common ropooribiUty school administrator must noc lose- right and interest is maintained at all times. of the fact that all phases of mfety training Now, of course, the qomion of the en must be cared for and it Is part of his job forcement of safety procedure* and rate* to see that emphasis is given to all safety School and College Sessions 13 need* and not just to shop safety. The school administrator and his staff must bear in mind that there are certain uham of a safety program about which stu dents do not have enough knowledge to make decision*. For example, students and teachers, in many cases, shmtkf not deride on type* of guards for machines. Three are standard types of guards and morataendatlone for guarding machinery that are made by the Safety Council, manufacturers, state inspec tors, etc., and these should be followed. The school administrator in all his work an a mfety project such as this must always remember that three are two phases to safety education. The students most: i. Become mfety conscious. *. Develop a safety, conscience. It is not'enough for the student to be conscious of the dangers involved in bi* work in the shop and the need for safe prac tice. He must also develop a safety conscience so that he will practice the things be knows. Jt is the same problem in running machinery as in driving a or, many driven seem to be conscious of the need lor safety; nevertheless they drive too but. They are safety condom but do not have a mfety coostienee. In this project at Washburne aad Lane, we arc try ing to develop a shop mfety conscience. Ami the school administrator must do hi* part by seeing that all partidpate-teachere, pu pils, supervisees, adrisen, administrators--In a n upentire and democratic manure. Thffi Plan of th* Stadanft In tn Project By HICK PAMPAHELLA Student, WaaUwfl* Trod* School The Wmhbuxne Trade school at the Chi cago public school rjMa la ffahuly voca tional in that Its prepare is So yiqaw st*dam for I--rrVair emptoyrerou re re mi irsiw their sUB aad UerMpe while em ployed. The student body of fit day lebooi is composed of fane f refillid giunps. name ly: (t) the Indcraarad ^ptotlw who st(cod* school. with salary yrid by kf* employer. for one day pm week dosing a period of four to five yon; (a) the part-time student of the continuation deportment, who attends one day per week, between tbo ages tfi to ifi, in compliance with the DUnoii child liber reg ulations; (3) the unit trade student who Is of high school age and who attend* daily; (f) the veteran of World War 11 who is reg istered under the provisions of the C. L BUI of Rights and who Is tucroml In learning a trade. The night school attendance indudes the indentured apprentices aad the employed adult who is enrolled in a trade coarse. Wachborne has gained a national reputa tion through its outstanding work in appren ticeship training. The Federal Committee oa Apprentkahlp, sponsored by the United States Department of Labor and composed at employs and union tipitstnutiira. bo* de signed it at a Chicago public school specializ ing in the shifted crafts. Thirty-fire hundred day school apprentices are from these cades: plnmiog. metal lathing, pipe fitting, phnab- leg* wchla|, decsricky. and decnrai. iag. short social, carpentry, Unotfpe. p week, amchinr shop. foundry, and pattern iking In sfifiitisn. there are the appren tices in Collaring, sugar decanting, cooking and poetry cooking. Evening school appro* tiom iodnde the die tinkers, cement fimihw. tile layen. ebefe. mrtal engravers, and rwiteb- beerd mniuttw* wotko*. The background of the apprentices it varied. More 8$ per rent are high school graduates have completed the technical course. Daring the period of their appren ticeship they any be employed by a contrac tor with seven employees or by a contractor with several bundled men. Each job presents changing rircnmscancca, conditions, methods and equipment. Safety, which becomes a distinct pan of the apprentice's everyday life has a three-fold significance to the apprentice. He learns to safeguard himself, his feUow-worfccr. and the public. The effect of mfety consriounwn ex tends beyond his daily work. It Is of longrange value. There same young men who are the apprentices of today wQl be the journey- --ittt. the fcnsxD. and the superintendents of the cnostroetioB jots of the future, la ------ j- sen they will becaree individual coo- moan. peeparod re accept the lapontifaiUty 14 35th National Safety Congress, 1947 of safeguarding their own employees. The sncccs of the apprentice training pro gram at Washburae is due to its integrated course of study. Each trade has its own skills, and the related school instruction most pre sent the mathematics, the sdenoe, the draft ing, the materials of safety and hygiene, and the other basic information required. Safety is not an isolated lasoo; it is a vital pan of the curriculum. Through graphic presentation in lecture* demonstration, instructors Slnstrate tbe ne* ceanty of personal protective equipment, tbe proper tnafwrunanro and hsnd??ng of tools, good housekeeping and sanitation, first aid and medical care. Tbe apprentice learns to appreciate tbe importance of mental attitude. He recognizes tbe danger of being mentally aroused by tbe dashing personalities of fel low workers and of superiors. He recognizes the mental and physical effect of noise, fa tigue, bangs, poor ventilation and alumina* tion. fn his work on the job, tbe apprentice distinguishes between the incorrect and tbe correct procedure, but has little time for analysis. 2>nring bis daanrork he receives a systematic explanation of tbe possible hazards of certain practices. When new situations arise at his work, the apprentice, with hh background of dm fastraafoo, is abfe to d*l TTvryfflgrmly with tbe new problem. When tbe apprentice becomes analytical of the Awmxt* of the new project be has reached an advanced level in safety educa tion. Iusuuaiou in the trade is regulated by a scrim of units, which are accomplished by tbe apprentice ora a poiod of four to five years before be is eligible to become a journey man. These amts, which are devised by sev eral instructor* ia a particular trade, are sup plemented periodically. Related science shows the pastry cook tbe importance of cleanliness in the preparation of food, his responsibility to the public be yond tbe limits of his kitchen. Tbe pipe fitter totifu an undemanding of the dangers of certain refrigerants and the need for the recirculation of air hi the air conditioning of theaters. The painter learns to napaci the property on which he a employed. Related mathematics tnriodc* an analysis of tbe pcuribfe daagm of high pressure boilers, the stress and strain of roof trusses, tbe hazards associated with overhanging ornamental plaster, and tbe supports for ventilation ducts. As a part of his dally school work, the metal lather, tbe plasterer, tbe sign painter, and carpenter, and the paints learn* to recognize tbe various types of ropes, their tensile strength and their durability. Tying a variety of knots, and tbe proper methods ot handling ropes, are among the units to be completed. Tbe apprentice rcuiw* a greater sense of appreciation of tbe perils of a poorly constructed Udder, and tbs limitations of scaffolds. As a remit of ids instruction jn school, be is more conscious of poor books, sling chains, Udder range, safety feet, and tbe steel supports on ttringm. In making a tour of Washburns'* shops with our shop supervisor, I observed the varying meanings of tbe word "refcty." Tbe majority of trades require rotkd-up shin aleevre. properly tied aprons, and the absence of ties'and jewelry. In contrast, the plasterer, foupdrymao, and welder waar a protection for inns, leather or asbatos glow, goggles or eye shields, protecting tbe eyas from femes, dust, interne light and bat. and lying ob> jeets is emphasised in all uadre Mental alertness is recognizing the speed attained by wheels and revolving reacMaery, tbe cor rect position In feeding saws, presses, cutting and shaping machines, and the cflsa of dis tracting noises, it termed. Tbe danger of fire varies with tbe shop. Is carpentry, point ing. and printing. Inflammable Squids pre sent a danger; In shop, sheet metal, and chefs' training, the swaps of oily tags and watte may be a liamaiu fire. Open flames, and electric outlets sad mntieitlnni are associated with all trades, a* are dan Boors and tbe removal of foreign ante from tbe hands. AO of Wuhburnck Shop* era equipped with posters and lips appropriate to the particular shop. The safety oomtitn* of the Student Council b in charge of Ac drcola- tion of these visual aids to --fatsot. The National Safety CoondTs safety fostruc- tion cards, brood for the "ana on the job** in a scries of 47S cards, and the safe practices pamphlets and pam are wed. Handbooks in drrnlithm are entitled A Goad titthenk Seldom Get* Hurt, by 6. K. Gtama, Indus trial Safety Education fit frfeooft, dfeofbvted by the Metropolitan Life laaaaawce Company, and the Training for Safety tslnls Na 179 of the Michigan State Board of Castro! for Vocational Maotha. Ilrriw pigans and strip films are obtained from commredal db- School and College Sessions 15 tributofs. Since the greatest propoctfoo of safety work is incorporated In tbe course of study, a great responsibility b placed on the oqc or two Instructors with whom tbe student has contacts dating the ooanc of the day. It is a generally accepted principle that the voca tional tacber must pownw not only the prac tical experience pectmsry to teach tbe sup plementary skills, but also mast bare tbe necessary academic and technical cducatioo. Tbe advance manipulative skills and tbromleal knowledge taodited with tbe erode are lnierrefated. Tbe standard of theory plus practice Is foremost. A mastery of tbe craft and die ability to utOiae tbe apprentice's a* periences on tbe job, as a means of teaching applied autbaiudca and* stAtaee. are re quired qualifiestioas of tbe vocational tocher, His responsibility, is tbe producing of better workmen and better citizens. Another division of students at Washboroc is tbe beginner In trade work. This comprises tbe unit trade traded, tbe continuation stu dent. and tbe war veteran. All but tbe con tinuation stodenc attend school daily. Tbcy are enrolled in Ac following courses: wood shop, printing; sheet metal, auto abop, avia tion shop, electricity, tailoring, commercial ns is more dilficult since be already has welldeveloped work pattern*. The cootinuatloQ student, who attends one day per week far less thus a year is mpioycd in nuspedaUzed work Bader varying condition* h factories, stores and eftcre, Browse of tbe limited time ia school, the cmstiasistiy stndciu are taught general practices ia aafccy, and arc placed in erodes of their gw sihidia, Fifty per cent of tbe uah trade students work after school and 00 Saturdays in an allied trade. Hoe tbe stadoat encounters the pnetkn of Indnstry and is able to recognize onmfa practice*. My fellow students in print ing are mpkysd hi print shop* as general helpers and stock boys. Part-time worker* In industry ate nee often gives* much instruc tion ia mfasy. Through an awodatioo with acceptable practice*, caagbt la tbe school shop, students lean* tbe proper methods of stacking paper, feeding crocks, and el ascending and descend ing stairs while ctnytag a load. They first cnamnter the tu%K fader, tbe distraction of vibrating machinery, and the valor of a substantial noouday fuoA. toward retaining mental sltima. Oinbara* of person and tbe finished job, which is so important in printing, are warned originally in the school art, millinery, tlmwiiilrlof, rooking, bauty culture, drafting, machine shop. At a beginning student in shop work, be is introduced to cafe shop practices timmgb a gradual increase la tbe diflhilty of aoigmucut. The elementary jobs involve afenple iools and operations, and are ioseamd to include tbe operation of all typa of machinery. Shop* and machines matt be similar in these which tbe student wQl encooxter m the job. Since he ha* never before been assodsted with the trade. If be learn* tbe trie way it will be his only way- He will know no other practice but the coiiect ooe. Adolescent students are often pbyrica&y In- co-ofdinated and mentally unstable. They shop. StadaUi of beauty culture and tailboery serve luitomoi during school bom*. They acquire an appreciation of the mfcty factors underlying their work, by means of actual contact with the public. These girls, and those la drewaakiug, work at their trades after school and 00 Saturday. Safety odoatfoq ana* an eSeahre teach ing program and an effective acriderr pre vention program. Safety education cannot at tain sncisw unfes* it is conducted as an integral part of tba reaching program. Mechanical guard* and devices placed around |"4Tt~*y porno*, leavers, and printed rules hare no background of appreciation of pos sible hazards and must rely on tbe guidance ot the laetmeter. Another type of beginner is the war veteran wbo ftamuly w em ployed In an nnyrfaiimd week and sow wants to learn a trade. Re may bare acquired massy poor week habits and -- methods which mot be urmu--, The proc- The wrest way id prerent accident* fa to trezff students, so that coma operations be come aotemadc that the worker, chnmgb habfe a weQ a* judgment, attains inailmum relay. 16 35th National Safely Congress, 1947 TUESDAY AFTERNOON SESSION October 7, 1947 Gn*rcd Srton Presiding: Mm*. L. W. Huciiw, President. National Congren ot Parents am) Teachers School Plant Planning and School Safety By N. E. VILES Specialist For School Plant Management. U. S. Office of Education In America u-e accept the genera) principle o( compulsory education. Nearly all physical ly able children are required to atteml school through certain grades or to a fixed age. In mote inttanm the child docs not have an opportunity to choose, even if he had the ability to choose wisely, the building where he will attend school. A statement frequently used in America is that "one might be forced to go to jail or to school.** Other places he may enter or feel free not to enter as he desire*. U >re are to insist upon compulsory education, we must accept the responsibility of providing safe quarter* for (he pupils who arc In school. When wc demand that a child attend school in a certain building or loca tion and when we use public tax money to develop schools for the children a com munity, we become participants In a program wherein pupils may be endangered If ade quate safety facilities are not provided. It follows that we, as parents or as tax paying participants, have an obligation to aawre a maximum degree of safety in the nbook Three of the basic criteria to be observed in planning school planes are safety to life, safety to health, and curricular adequacy. These are given in the order of importance. There are other criteria but these are ibe one that apply to this discussion. The Na tional Council on Sdkoothouse Construction has given spedBe attention to the develop ment of school plant planning'practko that will provide the nfety features implied in these criteria, ft also seems worth mentioning that the American Association of School Ad ministrators now contemplates using these basic criteria as part of the background for the i<M9 yearbook which is to be devoted to school plants. In planning a school building^ we should remember that no school building is com pletely fireproof; no crowd of children panicproof; and no evacuation plan foolproof. It it pamiblc to adopt a type of school plant construction that trill reduce pupil risks from fire and other hasariU in the building. One story buildings can be of almost any type of construction If adequate exits are pro vided. Two story buildings with mesooty walla and wood Joint ceiling, roof, and chan- room -floor construction may be made com paratively ufc if they provide for each chib) a fire-rrafacivc walkway from bis dawmn door to the exterior. This necessitates fireresistive stain. Soon, walls, and ceiling* for each corridor. Buildings of more than two stories should be fire-resistive throughout. Ravonait arras are suitable only for storage, when properly protected, and for brallog units when such are to be located in the basement. Structural safety can be Increased hy proper attention to the engineering senior. The presence of cracks, trailing walls and other found la many buddings evi dence this lach of engineering serriee. In most imeanem, adequate tests of ground weight rapacity are not available when the budding is erected. The responsibility for determining consentctural .adequacy Is gen erally not fixed. The rests do not accept the rapooribOIry to provide adequate Inspection. The local boards of education usually do not appreciate the neemsity foe, providing Hh service, hut depend on the utkltm who aaay or may not have adequate engineer ing service on his own si Oftentimes the architect is faced with the oecrarity of reduc ing costa, and since there is no definite cheek on structural adequacy be may deride to make cuts in plasm-where inadequacies are not apparent. We amid point to numerous Illustrations showing building deterioration resulting from Improper canstnictioci stand ards. In one instance a few yrara ago. It was necessary to condemn a fire-rafativ* high school building chat was about <* yean old. School and College Sessions 17 This building was properly planned, knit the local school board relieved the architect of the responsibility of supervising the construelion and employed a local man. During the drought yean, the soil Iom its tenadty as the Mater table bcrame lower and the building folded like a tent. PupQs In It were no longer ofe and the building was so far gone that it could not be made tale. Another illustration of ltd at structural adequacy b that of celling plaster deteriora tion. Several instances are osi record where schoolroom ceding plaster has fatten, 2n some tasm this plaster was ^ to i inch thick and over a. das*room area of 8oo to geo square feet, had an immense weight. Injuries to school children from defisxta such at these are prarible at any time Of stsnt tha school board might blame the architect tad the public might Hint the school board, but the attempt to place scspoustbOIty after the injury has ommud daas bm hrip tha injured child. The states amd the lead school hoards, m well as the archness* and tuglnntrs. aad bitity,-However, i mean a lack of t a reraeusfldllty i ' imaoreOdlity. ConaU provide da Many pupil Injuries h school boildiny are the result of onimMB or lack of pupO craureL This dam am 1mm our obligation to provide for the pupils ah ptraiMe ab jections into these corridors should be limited to inches. The width is computed as that between locker door swing when opened. Drinking fountains, wash basins, and fire extinguishers should ho rocossd into the wall. Each corridor should terminate at a standard egrets and not more than ongroom length should be extended beyond an egrem. Corridor floors should not be slippery, cor ners should be rounded. A common fault in many core)don U the blocking of half the corridor width by loating the suin near the end of the corridor. This will be dis cussed under stairway*. As indicated previously, stain should be of fire-resistive coottniciion and should have solid treads and risen. There should be at least two stairway* in every building, remote from each other- Two stairway* coming to a common landing should be considered as on* stairway. The bottom of each stairway should terminate at or near an egress. Sudr- ruera should be wot more than fjj itxfau. The treads should be not lew than ioy$ inches. In other wends, the riser plus trend should equal approximately foches. Children will tub in school bonding* aad when a child runs w the bead of the train, be should have a vision of Ms walkway down the wain. With a classroom bright of about t) hat. the num ber of risen between loom is usually about *4, In sene iaatantm, arefahacts Imre at tempted so innuss the riser bright by ^ inch, feeling thus Ant tmaQ would make liuk difiqnm There must be tome ysopphtg pfsar aad this has been designated aa iochm fax rises bright. If wu are to they might ribband---------- " stay at haasn. "--1 center around fire bawds, a spontaneous iguiriem. ticxd program of fnpa particular dhunrinn. we whs -- ouisdvm to ojuatiraiUon pcscttam pupil protection. As stated perrieuriy. tnsiidra* story buikhup should he fiu ml rider widths should be ample Ire ciBcsgeucy inlt loss. A four rooms should here s Spj.feet; mends two rooms should Imre a 7 fact. Thera widths as* time <4 tkxtsof either fixed ec raaauhie * > might gas a stair dm is more like r. This aright provide good physical rtuiia bat an the witty httiw required. ora levcL The main stair the bawmmt. Twomded. This requites a wMth of 44 su do inches between bandtails. If the width h appeedabiy more than do iadu, a coals handrail should be providod. The huaifnffl* on either ride should he ad t jo Inches Mgh. Winding stain are ora TU .iillr Ira pupg tsaOc. and each stair tsuad should bare lira rarae width through* sri im lugh This width should be ooa- 18 35th National Safety Congress, 1947 School end College Sessions 19 runs with a landing, preferably a mrn land* tug. with a clear width equivalent to the length of the treadi. There should Ik not more than id risers in each run. Stonge space under or adjacent to stain should be pro* hibited. Ramps arc not recommended (or most buildings except where needed to com pensate for slight variations in elevation. It may be desirable to use ramps when lhe change in floor levels U not over iS inches, and then the slope of the ramps should be not more than too, and the surface should be nonstippery. Outside exposed stain and landing steps should be reduced to a mini* mum. Mention was made previously of tbe prac tice of locating stain in corridors. This is not usually dairabte even when the slain mtc cut off by fire doom. This location re duces corridor illumination, hampers expan sion and in many cases am down the avail able corridor width. Stairs should be located in stair wells, preferably from the corridor to the outer wall and tack. Stain and stair wells should be fire-resistive.' Entrances to the stair well should be through ftre-rratetive doors, preferably automatic closing or held open only by acceptable fusible links. The upper pan of this door should be equipped with wired glass. There should be a hood over the door extending from the corridor ceiling down to door height to help arrest or retain smoke and fumes that might gather in the upper part of the corridor, As with other construction factors, tbe in stallation of adequate exits does not insure maintenance that will provide the safely de sired at all times. One story buildings of one or more rooms should have- at least two exits remote from each other. Buildings of more than one story should have one unit of door width for each unit of required stair width from above, plus one unit of door width for each unit or required stair from the base ment. plus one additional unit of door width for each 4.000 square feet (or Traction there of) of great floor area on the first floor, plus one additional unit of floor width for each Guo square feet (or fraction thereof) of audi torium or other assembly room floor area on the first floor. (Tfecve requirements comply with the National Exits Code.) It is preferable to use single leaf doors; revolving doors are not desirable and if in stalled should be flanked by adequate Its! doors, all opening outward. If double kxl doors are installed,'they should be separated by a center mullion. The leaf doors should Ik equipped with antip.vnic hardware that opens the exit door at any time the pupil, pu*h on it. These doors should be fitted with hardware latching into tbe mulliom. ami should be equipped with door check* that are not too stilt to operate easily, but which will prevent slamming. Doors should be com puted as is inches for one unit of doo* width. However, one 40-inch door will pm vide two units of door width. Thirty*!* inches should be a minimum exit door width for pupils. However, go inches soy be wed for service quarters. The exit doors should be located so that these is one stair or exit door within a hundred fret of each dsnroom door. Classroom doocs should be equipped with hardware that ptmti tbrir IKing locked against egress. This prtdurtn the use of thumb controlled spring tedx and makes it necessary to have hardware that h operated by the knob or latch used uermell) fol opening tbe door. CUmoosn dears should open with the flow of tnkt so that when leaving tbe room a pupil is facing (he nearest exit or stain. As indicated prcvimMfy. bd si proper care or control of exHs m rapeusiblc (or many pupil harards. ImSatUwg the cor rect type of exit units with niifsMi exit hardware will contribute way muds is the safety of their operation. In selecting school sites, attention should be given to the responsibility of obtaining ample wato- and fire extinguishing bdUtks. This involves tbe location of hydrants and accruibic roads for fire-fighting equipment. It is also important to idea rius that are away from heavy .traike turn and if possible so located that pupils will bate a minimum amount of street crating through heavy traffic lanes. Tbe grounds ihoold mm be so steep that pupil footing it insecure. Loose and protruding stones should be 11 mms'l Acoosible driveway* should permit tbe drim to enter so that be salts )m than a po* turn, and the driveway tearing the site should permit driver to leave in the ------ manner, so that be can merge with the trait on tbe street in an almost parallel' Una. Likewise, service trucks to the cafeteria and coal bins should be able to reach the building without crowing pupil traflte bines or without being in tbe Uoe of tnSc between the building and the playground. U-shaped driven |n front of tbe building are not desirable. Tbe playground area should be an devel oped that small pupils may be srgTtgiuiil il desired. Horirontal Udders, jumping pits, and pole vaulting area* should have soft landing area*. The playground equipment sary to segregate several of the noiser activi ties of tbe school. It is generally necessary 10 provide sound-absorbing materials to give vhould be located for easy mperririoi*. Equip the proper acoustics! effect. ment such as giant Mrides, ocean waves, and Both the safety and the utility of the build tbe merry-go-round is of doubtful value. ing ran be improved by proper attention to Playground equipment and playground areas building arrangement. In a building botuing vhould be so planned that there is not too primary, as well as other pupils, tbe lower much cross traffic. Haring a baseball punt, or primary dims may be segregated by loca a shinny game, another of tag and still others tion within the budding. They may be lo for large and small pupils ertescremasg each cated so that they have ftm out privileges, other and occupying the same arc* during a Pupil building traSc ran be reduced by play period may be ccooocakal of space, but locating such rooms of similar nature as the H not economical of the lives and bodies of science literature room and the science lab the children. It should be pamibie for pupils oratory near each other. Toilet rooms am be to come to the playgrounds without baring located near the traffic lanes and. accessible to rush through the building. to playground areas. Pupil tnfic flowape may Ample parking areas should be provided be accelerated without increasing tbe hazards in areas where the cars owing to and from by laying a strip of a different color down the parking areas will not compete with each side of the corridor floor. This is easily pupil pedestrians for the sight oI way. It is accomplished with asphalt lile or linoleum particularly desirable to preride a platform surfaces. Ample ventilation will also improve loading arm where parents on drive in foe the physical comfort of the children and thus children with a minimum f efioct and increase their alertness. hazard. Some states prohibit locating the furnace Auditorium, gymnasium and other re- room within the btizJding. This is allowable voabling units should be located at or now providing the furnace room is amply pro ground level. Stairs should be reduced to a tected with fire-resistive walls and ceilings, minimum and adequate crii bolitiu should with opening amply shuttered with auto be provided. These should he to equipped matic closing fire doors. There should be at that they permit anas evaemtiew. Auditorium Iota two exits from this furnace room, one exits should comply with the National Exits of which should be to the outside. Code. Able* should be BgtacaL Ample able Auditorium units, gymnasium, corridors pace should he provided. Stage fireproofing and exits should be equipped with signs h dairabte. la the gjun'i'n folding marked "EXI IS." There signs should be 4V$ bleacher scats should be equipped with stair {nth block letters which should be so de aisles. A aub should he placed around the signed that they are dearly risible at all swimming pod to preset sHppoog. Small times. Thmc exit signs should be lighted by tiles with risible joints seem m give the bat current which should be taken off ahead of footing around swimming pools. Ibwrm and other dreuits in tbe building. Munidpal or bntarin should be equipped to tenure outside fire extinguishment facilities are de against scalding wader .. .................... . sirable. tt is sbo generally considered desir Pupil comtet risouM be chnely aswdated able to provide the building with extinguish with pupil safety. Eye and ear fatigue an ing facilities such as fire extinguishers and be dandy an n rind with a lock of alertness standpipe and bore units. These in-the-boild- against bodily Injutks. Ample Oh*mination ing facilities probably have some value in in all parts d rim buHdfiog is emends! and personal protection, but are of mote value the Hgte should be so totaled aad pro in protecting property than in protecting tected that tbe pupa is not subjected to great * pupils lives. If a fire Is discovered In time variations of Intcenty of cither natural or lor it to be extinguished by a hand ex artificial lighting. Likewise, the ftnuh of the tinguisher or a small bore, it is pmrible that room should be such that the pupil is not all the pupils could be evacuated from the faced with octane heightness contrasts in building. Sprinkler systems installed in any part of the week areas, la a similar man schools are valuable partiailaily in hot spots ner, he be pretested against iaterfer- such as shops, home eoooomk emits, store risg noises..This makes It anouiy to protect room*. stage*, etc. All buildings should be against outride aoim and may make It mn- equipped with adequate fire alarm systems. 20 35th National Safety Congress, 1947 These systems should bin bells or gongs o| a tone distinctly different from those ot the regular class bell*. They should be so ar ranged that they say be used for foe drills and for emergency evacuation. The {spor tsnee of fire protection in,school buildings, brought out in the Pratdcntii Oonfcwws n Fife Protection bald la Washington, IX C, on May ft, 7 and 9, should not be overlooked. Who Should Plan Schools? By CHARLES BURSCH Chisf, IRTiskxi oi Schoolhmu* Planning, Stals Dspt. d Education, Saaumsnlo, Calif. "If you want anything dope mO, ds b yourself." is an old bromide that should have passed on with many another ot its banal contemporaries. A more recent version is, **11 you want anything done weft* gee soroeoue who know* hinr to do JL" In this complex world of today perhaps somcooe should formulate another version which might take this font **lf anything is to be dooe wen, someone must annas re sponsibility for collecting, integrating and incorporating potential aontributioae boa all competent persona sod sources of jointmstion." The planning of school buddings has gone through ibex stages. In the "do It yourself" stage a board member was designated to take over the building program. The resulting buildings- were often anything but mthlac-' tory. Architects 2nd,a field day daring the "get soareooo who knowi" stage. Monumental public building?, euphoniously railed schools were the nanilt. The design of school plants as educational inwnunenu baa had to waft upon educational administrators wbevas rep* roenutiva of gorcrolog boards at school dhtricu, became competent sod witting to "collect, integrate and have jncorpocacpd" ideas and requirements horn aQ pounthl sources. Who should plan schooi buildings? The responsibility for the ouuxanc ofptaanlag a sake school building ouwt *nd> mould not be shifted from the shoulders of the chief administrative rifctr of tfet acboel district What we are tally tnnunicf with at this time, however, is upon whom should the school superintendent call, irr striifw In the dischargcof that rnposniWlity.,It Is ob vious to moat of m that the services of mi aunuatt are requjreg; alsocbo rervto-- of a structural engineer and of spedaky engl^cm -including mechanical, acoustical, lighting, safety, landscape and dvfl. Several agenda not ordinarily included in schoolbouse planning pftxedura have sub stantial potential Qootributioas to planning lx safety in any type of structure: Among these should be 'indudcdi, I. National arid'local safety councils . American Standards association j. National Hie Protective association 4- National Council m Schootbouse Con struction J. Nacfooal Beard ot Undcrwritm and State InternholsstJc Federation Piotec-; tioa groups . State and local foe sonfob y, tBrnmiaiom ft. State and local health rhpanmenu p kqiosal and focal pfenning cemmis* The cad is net yet in inrerrfof the qsetion "who should plan riaok far uhtyr reshaps the most slgnlfions meat trend is planning school buildings is.school am# par* tidpetioo. Improving the safety of schooi plants can bo subdaatially aathnui by the Intelligent usu of. the idmo of ttt*-1Kfoo) acphycst.lct by whaetf The aesployrea haring jorisdktkm em$ the avow and tacUkias wheat the admel aotideum oc cur. Tha accident faces point amaMoriog fasgees at the building frioripal. rise fhpfooi edqemjoa and recreation sfaff, tte ^reodtea. tire; shop and hemreoakfog JareraMK The School oad College Sessions 21 \a\ conditions surrounding aerhfaws. The xhool accidents caused by iasytssydsicplut bdlttia are chargeable to cheer mpemsibie lor pUnning and ^nsthriog srhcsls and not to those employed to operate a program with the inadequate faculties. The planning of school pfooCt for safety thould 00* be limited to making school premises ale. Perhaps of even pour long* tern importance is the pbmoiag of school planu so that genetal safety ehartis may be carried on effectively, kftth props- space 2nd equipment, the school reoy teach auto driver and highway safety, home fofety, va cation safety, and tod--trial or vocations] safety. The question "who should pha far safety?" may will be further clarified if brief eonalderattoa is give* to the pbyriesl conditions, in the school plant, that are related to safety. What facilities, if properly planned or pro vided. would tend to reduce the number and severity of school acridem* with any given uaff and safety program. 1. TA* location of schools. The mfety aspects of location are taportsot and numerous. Halation to highways and streets, railroads, airports, blind stmt - corners, hills, ravin-- and etam aQ hove distinct safety teptkatioas. While it is true that ptcpocttocatriy few new school rita are selected each year, the signifiestor for safety should be hilly realised. On the beets of safety alone, many practices cootruPfag site selec tion fas che fore should be abandoned. 1 refer to the toffnener ot interested realtors. >*--> of commerce. ar bitrary slechkow by uninformed board ' qrrahm etc School tltm selected on presently avaifobfo technical criteria are a much better aaflwy'rhfc. then mo-- school aho wow la woe. s. Star end stop** ef rites and building sprees. Acrid--*- ha show that a dfs* propeerfauaWaumbo* Of acridrnta so ear on pfeygrouod* and especially on "onneganlwd playgrounds." The mow hazardous school tktmioa ofawnud by rise speaker' was oec mdt so becanre ot Inadequate area. Sires and. shapes of la or buflding apaas.thould-beide* Wwiped sat car a.per-pOpQ bossbnt om the basis of a -foyout of Service areas allowing ample apace fot- tha:Ktiriti-- as.wefl-as misty areas bsiuom activi ties. This is true on the playground, in the school shop, sdence or borne* ing'fobontocy. g. School site and floor surface*. The se lection, treatment and maintenance of playground and building Boor surface* has a direct bearing on safety. Plan ning. which fa the subject oi this dis cussion, has more to do with the selec tion of proper surfaces rather than tbrir maintenance. However, it h of supreme importance that ifotjy* and material of surface refected he one that can be maintained for safe-use. 4, Obstructions. Even though year after year emny accidents oocug by.pupa* naming into unaeceresry and iiwe* fenribfy located ehwructiees there ohstructfoae continue to mist*. 1 know, as you do, of many siruatkeu where "tree lownr would hoc so frightened the school board that s hnnnloat tree may not be marred bsu the play* ground. The simple requirement of TKteh wall aurfeca io playrooms and gymnasia ia Ignored more ate thaa met. g. Pupil drculetion. Inadequate and poor ly plumed means of rtrenfotion (en trances and exits, stain) cause foo many Mixtapa. Straight --wridoo of ample width and piupcriy detigned wain all would make Bifastaatial contributions - to safety. Tendencies toward- planning --bod buildings of simple shapes and . . , b providing such facilities' a con trolled busports ue steps in the direc tion of improved mfety as if rriata to pupil circulation^ ft. Lighting. School lighting couoribotes (o safety io kaW two distinct ways: (i) fay proper Hghtiog the strain to pupils? eyes la tedneod; (a) adequate and wefl-rlctfgnorf Ifghriogafeo oak-- a major direct tortrihorfou in safety. ... Special lighting of wain,- corridor*, cotranoOf astdore walks and parking equipment are cases In point.. . vy.gy-->mWt.Tho refaction, arrangement ' and props in--alfalfa-- aa'nafe a !' arejdr contributiontfr aafety. fiuch mat* ;r't.>--neriae highly terimkal fat nature and -. should be-dwemunad by eodi cpcape* teat persorts whetbsr it-foa safety e* gfatocr. Waff^reentfocr:cd'are;Industrial 22 35th National Safety Congress, 1947 acridcm cenmiwkw, Insurance ijOt, . Tlx mat outatanding nwmoiy of ibe miter in tbl* aanedka was knodunl blow tuxaotc of (be hd of tttay of the safety gadget Loews a* a fin escape. The fiotiaa powiaa of the fin escape mi jtwet g* 0* & the ground dote to the comer of a build* sags hare been designed and are no* being designed by architects with s *;mfTl knowledge of structural dewga. The occurrence of earthquakes, u* adore. flood*, tidal waves lad warms and excowive settlement ol budding IwislitisQi ail point to the importsocr of'structural adequacy for aU build- *** ft. Storage. Tbc relation of adequate, eoo* venire* and apptopriacc storage to safety to very dose. Unstored or im properly stored physical education ap paratus represents one of the major oases of aw^ti Another relation of improper storage to accident* is the frequent caoae of school free originat ing in improperly designed storeroom*, fttoragt for auditorium stages is im> poctaut to safety. In many situation* the awkward retariooship of such nor age to the stage floor level actually ** responsible for acrtrtrnti. tags- The 194ft Guide for flaming Jches* Pfanb by the National Council on gchooPurere Coustruction ha* the fallowing suggestions for providing tome QMtrai in this important Meld: `'Whether an architect does the nwlural dofgn himself ov employs a structural engineer, the plans and spedOrations should include: a. Remits of tests ol bearing value of Ifle sod under foundations. , b. Schedule of live loads computed for various rooms in the building, e. Design computation* and diagram* for the important structural mem 9. Heeling plants. The general public is perhaps more aware of tbc potential hazards of baling plants than any other pert of a building. Even so. too bers in the building. 4, The magnitude of the lateral farce (wind and earthquake) the building is dripxd to resist, many braring and ventilating ItwtaHa- "The piwfaton of competent eootina. lions of school buildings are left to incompetent persona. ous Inspection throughout the ton Mnxtioa period is neeewauy if struc id. Electric wiring tmlsOetiont. Here, aa tural adequacy is to be achieved. in the case of hearing and ventilating, "Any wW-pnjtcl agreements be there is general icsognliioo of the bu-" aids iusnfred. However, it is equally tween school tfidtli and the builder and any order by school ofidils to the true tbt this type of iouSttiw villi builder aoc documented by the arriri- aO its lupwawe to nbty is left to tnconkpescsK tank tea or mglitm should be mnaidrrrd Mrions uflmsra. By no odx* means era it. Jowdo. The rdriourip of mw rial treutsscre to arrkhw*. ao far as 1 npouABiy be fixed in the highlr ttdrinl and impoetant mmo oi know, 1ms not been definitely estab structural adequacy of school build- lished. However, in observing the sc tag*-" rims of students m gymnasia, shops, 13. Flrti old foalitlet, While the prevision tabcvaiorks that arc not acoustically in a school plant lor fine-aid facilities created, it is easy to couclodc that the disorder and obvious tensions as wcB may not reduce the number of acci dent*. it may be expected 10 redner as the inability of the supervisor to the severity of the results of pdfavt (uncriou property would rash in an and should not be overlooked in plan increased number of aeddeofs. ning a school building far safety. is. Stntctursl riepwy, Of busk iaoportaaee to the nfecy of aO occupants of a school trending la ha stsuetnral adt* quacy. Wide very large school bufldinp in the post have bod the benefit of doff* far ftmton] adequacy by emptwat stnaceoeal m^aun. meat nf thr mrrftnia ifinf mil i--TIit TmfTiT Analysts of the school pbM aimnlmrs Ust pwtectiaa as one of its functions. This con cept. all coo often 1 for,'is limited by school building (Wpen to protection from cold, rain, sun and moderate winds. Protection a* and thtmld mean nodi more. Row much more b actually win mean depends upon the range of competent persons the School and College Sessions 2? sabres* and coesprebensivcncm of the plan- I and rorawmion procedure fallowed, 1 the interest, integrity, and administra tive competence of the chief executive officer of tbe school district. How Can lh School Environment Bs Mads Safe? (Panel Diucunuion) Pscreire Imder-Da. N. E. Vttra, Specialist for School Plant Management, UJ, Ofike of CdacaUon fmtieipenU! Cfismra fluuscM, Chief of the Division of fdinllsast Planning. State Department of grtwcaitort, CslibrnU.' Cnam haw, Casstodian Counselor, Dbri- rires af Education and Applied Psychol ogy at Paldoc University, Pwor. fust ir E. Sorrzson, Areodate Profes* re of Aidriteaunl Engineering. Purdue UMvertity. Me. Ladke fl, Puuuks, Perkins fc Win, ML LAWRENCE B. PERKINS: 1 would se re*e ninsl brief comment*. Since Dr. Vlo and Mr. Bunch, have made an tbe peirea that I would She to have made. 1 ----------- sB. stem the mpooribOity of supmid--. Dr. We. 1 lUtik it la interesting that the Mad fulfillment, which more fi cqwtrely laahta ore buying plans rather share ardor here are architect, h the aame ___ _ out of a buBdinjft cuefulty the hazard against which There arc three ways a child ran be killed ia a afesaL He rare be burned, crashed in a panic or injured through faulty equipment of and weft disciplined, they can probably get through setae tough situations. ( think school buddings ought to be safe. There arc a great many thing* which ran be dorm. You bate beard many of ibesr rateted. One 1 didn't bear mi avoiding high voltage fighting system*. I really chink that the tight attitude and surroundings which produce relaxation are the best insurance for keeping children out of many kinds of trouble. 1 think yore might be interested in tbe au- tborities which govern an architect from tbe standpoints of safety and public interest. The architect must qualify with dty author ities on health, public works, building and various other administrative branches, such aa tbe engineering branch. At tbe county level he has to qualify with the superintend ent of .schools and with health and zoning efiom. At the testa kid be baa to qualify with th* state oftk* and whatever the Board of Education requites. The federal govern ment secs certain conditions if U is providing some of the money. Many of these agencies find'tfatimilin in conflict with each ocher, and when you get right down to it, tbe architect is the final and high-- authority and the master he must serve is hi* own conacimce. He pre sumably ha* the same interest in not injuring children that anybody rise has and be has a great deal more power to do something We are very much interested, although doc ndreiwfjr fay any means, in one story buildmg* far two of . these reasons. It it cSScult to develop a seme of panic when one can get out of a *--tMtrir tsttQy and quickly, and k b dUftcult for a fire to get a good start in a one srory bunding. Where thee axe plenty of exits, the children can get out before they bare tire 10 get pankky. In short, any budd ing which baa no stairways ft probably safep. (ban one which ha* even good stairway*. The lugot single factor of safety in a school bunding regaxrikm of Us deign, b the attitude of the teaches and student* wichfo that school. Jf they arc writ bandied MR. VIES: I am going to ask Prof. Sooe* sore, arenriate ptofereor of architectural eegincoing from l*anhre university, to give a brief presentation of the Purdue bleacher collapse of be spring. PROP. PHILLIP E. SONXSON: I con sulted with the President of Purdue univers ity yesterday abo'it this, and he decided It 1 was "safe" for me to ooe here, to I prepared <j 'Which 1 wdu^s^oU^^c* toCd2c*re|1riti*"" sublet. If yore will refer to three, you can understand the situation readily and I tidal; you say he able to eranunc your own pro. < C A ite'Jf 24 35th National Sajtuf .ingress, 1947 party more intelligently when you get back MIL VHJtS: Prof. Sooesoo, u yoa dkcua this, art these people to pndastand that this might happen at their school? PROF. SONESOS: It could happen my easily. BWiAoi have collapsed In a number of places, but this occasioo was one of great magnitude and consequently ittnitd nationat attention. After or*n<n>g these HUntrations and diagrams. I hope yon will know where to look on your own bleachers to find out whether or not they arc culnerabte. Most of yon are familiar with the typical parts of the ordinary portable wood blcacba. It a composed of a series of scat hoards and foot boards, the wood porta which sopped you. These in trow are supported by lung sloping members which ire oiled stringers, and. at intervals of ala feet throughout the length of these, are the A-fi-stasa which lean forward so that they arc at right angles to the stringer. Consequently the load which were students. The fatalities that sea were due to students ihdh| dawn bets the seat and footboard in ardor so gM fester than the mt of the crowd whoa bleacher collapsed. h feB am Asm ah* i underneath. Imnl at thorn who mm their places had henries mh aa broken anklm Uu-- s' ' feet up before the Ul This dnwiag shows a dfogmm of anoint rcpnjcnKJ by stand at the end oi the at it. yon recognise that tUs Is wiot a long sloping wringer, the Afoat forward, and the sleeper member am the bot tom, which of asm, tedf not he fob la one piece. One bWdier was If it was bulk in scmal pieem an hooked together by mens of two meal gam. One was a loop and the other was a hook, and they wero put together qndddy and read ily, but they turned not to be the vufomhh ports of this stxnctnre- is placed upon the scats is tnrafcred to the stringers which bear down on tba A-fiUU, at the bottom, the A-frame lep push down and backward and are prevented from slid ing backward by the bone Soda. The hone locks are fastened to a long sleeper wH through a metal connection and chit sleeper member extends from the front of the blotch* er to the bade of it. It is an isuxtoddng system which b sdf-tigfttming and depend ent upon the Integrity and strength of the various parts to. bold It together. This sleeper was a critical portion of our 4*-row bleacher, the largest one of tbb type which bad been built np to the time of thr accident. The bleacher was boilt of wood almost In is entirety except for the few metal conneaiom. These woe occupied at the time of the collapse by about 3400 persons, mam of whom How the fall------- about you cafl recognise by examining this diagram of the lotcss in action. You know that gravity acta vertically, but that force can be resolved Into com porienta, one of which la papcndlcnlar to the stringer and the other b peraDd to It. The result of placing a fond on the stringer b to make it hear down pi the A-frames which were more than sufficiently strong for their purpose; at the same time it tends to make the long tilings* slide forward, and the purpose of having the stringer anchored to the sleeper at the front b to keep the stringer from sliding forward. What happens whm the deeper bikl The beu of the wringer slides out, the A>ftamm leu forward and fell down, and the whole bleacher turns into a shrieking, splintering crash of wood and metal. That b just exactly what took place. The cmrimfon tlmt ensued would hare School and College Sessions 25 been considerably wont had It not been for sted in soft condition and when we took the cod-beaded conduct of the many veteran several short straight pieces and tested them, students in the audience. they bad sufficient strength; but when we The pull on these slaepua b due to the came to the corners, we discovered that these backward push of the A-bame legs being picas of metal, instead of bring bent in a triremitted to the sleeper, and to tbe sleeper hoc condition, woe bait cold, musing the toe being pulled forward by tbe stringer strong crease on the Inside corner. Iwxy thrust; these two forces are balanced against piece that broke, broke across that comer. eeds ocher end they will remain so as long as On some of the sleepers, the hooks straight* the pens are sufficiently strong. Tbe grestcK ened out and on some tbe loop broke; when peS 00 the sleeper cornea at its foremost we took an unbroken ooe arid put it in a splice which b between the second and third vise and tried to straighten it, we found A-frame near the hoot; here the pull on it, It impomtbla to straighten that loop without because of the vertical food, was 3,860 pounds. breaking it. That is another phenomenon: When wc took a number of these metal am- When you work a piece of metal cold, it aortloos and tested them In the laboratory, tenth to become brittle. The repeated bend the avenge strength of them was 34*74 ing of these loops (each time, tbe bleacher pounds. Thus there was absolutely no factoi was loaded gradually weakened them at tbe of safety present; In other words, every time corners. these bfeactwn were occupied, there was im The next point of the story Is that there minent danger of feUore. They were occu were two of there loops on which tbe breaks pied for one football game and it home bas woe rusted instead of bright. That told at ketball pan. that they had been broken for some time As you know, bosks*bop is a bxm of mod* and that they had practically no strength mm in Todlinq, but on this particular ow aa a result. Tim only way to ice a defect oi ning there was so mcorive commotion in the audience, only a foe of exdtcd shrieking and yelling. There was no rhythmic mas* w this kind is to get dose with a magnifying glass; you can't find it try having your, work men examine tbe stands visually before each tlon or jamping up and down. It b worthy game. There two loops were on adjacent to note that the fell occurred at the dose oi steepen and you can recognise what a weakthe Sm half; the pfoycta had just gone off ncm they caused at this point. The connec the goor and the andfauce of several thou* tions next to them had to carry the extra mnd people stood up to stretch themselves, load and finally, tbe time came when they as they generally do; that's what waited the could no longer resist tbe pulling and bend fall--that littfo additional morion When the ing exerted, 00 them. first cocncction tailed tea fond was picked up There is a votuoinons report by the com by the ooca next to it which, in turn, were mittee, filed with the governor of the state overloaded. The fine tank was at a point of Indiana, and it is available to any dtixen ooe-third of the say from tbe south end who wishes to see U. Also, there have been and sprmd boa theca is a great slow wave, prepared magirine articles written for "the A vny thorough was made by man in the street" Ofttscxated with photo a committee appointed by Governor Cates graphs and drawings. and tbe cxmucs of tbe uhenity. 1 was a MR. GEORGE H. BUSH: 1 would like to member of tbe committee and Its secretary, raise three questions that would affect as well as the principal scrnctaraJ cm our program. Fust, who is responsible for it. When m csxmbmd tba front line of the maintenance and operation practices in them steeper amneettem and worked through the school? Second, who docs the maintenance the wreckage, we made a very db. and operation? Third, what thcasures of safe cowry: thr mecal porta had a deep crease on practices do we need} tbe [aide of each bend. For the sleeper con In order to approach those, 1 think we have nections, this was critical becinss it pro* to look st some other things that come along duced a definite weakness at tbe bods of with that. We lave to have a well-planned tbe meal parts. One piece is a hook, being program. 1 will not go into that. X will let merely a beat plate that book* into the metal you think that over anti! we ask questions. loop,.and when yon pull np os these toffid- Next, you need some wcH-cbosen personnel. tally they begin to yield, to bend out of We could elaborate on that but we won't shspe The material itself was low carbon go Into that at this time either. Neat, wc 26 35th National Safety Congress, 1947 need adequate supplia to do the job aad. right along with that, we need adequate equipment. 1 will mention a little more about that later. The fint point that 1 think of In safety precaution in maintenance and operation is the oaucr oi a nonlippcrr Boor. 1 don't care bow good a Boor we plan or build or install, if we don't take eaxe of it properly, if we let it get slippery, it beentan a hazard. w shouldn't allow loeae Utter around the idwo) building. Somebody win get hurt. If ou hate adequate fire inspections in your school buildings, you perhape will not toter- ate accumulation* of trash or won't have it long. Another thing, you should have well- maintained equipment. You should have light switches that work. Your plumbing cquipnmt should work, your drinking foun tains should operate satisfactorily and any equipment you have in the boUding--your automatic temperature controls and what not-should work. We should avoid all loose wires and boards. I have been in many school bwtbit-p where they have wooden Beads on stain with nails sucking out, some of them a quarter of an iodt 1 took a superintendent friend of mine out in bis hallways to point them out to him. He just laughed and he didn't think anything of it. Well, 1 think It is pitiful when we see those things and we don't do am thing about them. I think those are things we have to watch. Our dearie equipment should all work. I have been in many school buildings, and perhaps you have too, where the plates are off the dtoriol fixtures and isitdo. Another thing we shouldn't overlook t> our lue prevention equipment. To tuBBuiK, we should hare a srcll or ganized program, that is the crux of the whole thing, MR. CHARLES BURSCH: If I might be pardoned tor expressing a view, I thfaifc it is a shame that we have to look to intercsted agenda for research on important fundamental problems. Think of school lighting, and we think of school accidents and the safety program. Why such a giant enterprise as public education does not have more funds and more personnel working on fundamental research, 1 don't know. We look to General Electric to id) as bow much light we need and how u> apply it, and we look to Insurance companies to find out where acadent hazards axe. MR. CLAUDE W. HIPPLER (Pasadena): 1 come boas Pasadcss. California, where wc hare wooderful schools. Most of them were built since the -*rtivpitte of 1934. All have been built according to the sore code and there are severe checks on the buddings in the State of California. Wc have Sowg ball* but most of our buildings require that each room have two exits, one on each side, and there is an exit (ram the room Into the corridor. Tnfic in all of our schools, the same as every place else, goes to the right. Doon swing against traSc. ! have asked architects and everybody cite why, when our surrey of accidents every year shows us that we have at least 8 to to teachers severely injured, glasses broken, and so 00, because some stu dent swing* a door into the line-of trrifie. At Imst 45 m SO accidents happen to students in this way. The arawer always is, "That's tbe way they have always been built, and well, that's the way they are.** MR. ERKINS: la the State of New York, you have to open classroom doon into the room. 1 don't know whether it is a misprint. They wale that the rid you mcation is greater than the ririk of impounding children in the riawroom, 1 think that good predict is to ream the door so it can swing outward toward the corridor but net project into the corridor. It isn't always economically pos sible to do this * MIL HIFPLK: The Seme of California says that all doon should swing owt MR. BURSCH. All it cakes w to change the hinges, and you wilt hare all the doon opening into the liw of tnfic. MR. WYLIE (MUwaak**): It seen sample enough, in laying plane oat. to awing the doon properly. It is true enough that prac tically every building has a few doon that violate the rule. It is doe portly 10 aidesness and partly, perhaps, to the fact that in our dty all the doon are recessed and it doesn't make any dilmaoc whether they swing with the tnfic or not. When planning stairways, the dare is swung away from the stairway. MR. HIFPLER: I would like to raise a question as to whether or not k wouldn't be considered safer Cor the doon to swing in, provided thee is a teacher there. The small er crowd which is in the classroom, go to 45 maybe at the mao, can be controlled and go out in an orderly manner. If the teacher is at the door or a nqwwiMs pops! jt dek- Schoot and Collage Sessions 27 gated an ihi pom. We open doon out. Has anyemc anything snore to my on that, MR. HXflMt We are changing two sets of drawing hr Jake far New York state so that the does* ruing imo the dzmoen. We had them the mho my. UR. VXLESc Tone original thought was odanrie? lanuiHSc kata*. A lot of these things are a matter of cost. In your section of the country, one type floor ing might be more reasonable Chan another. I think you have to consider several factor*-- usability, availability of material, economy and safety. You consider all of these, balance everything, and make your choice. Then you have to provide tbe props- maintenance. MR. VHJES: You use a is per cent base VOICE: 1 think WC are too negligent on ibor hale thing. A Sale extra money would mis that deer and get away from all of or your wax? MR. BUSH: We should put tbe proper m on it and the proper materials. MR. EUGENE ZIMMER (Minneapolis); MR. VUES: Are there any comments on locking the dMmaem? MR BECKHAM (Tonemee): 1 don't want any locks. The child can't come bom tbe room into the ereifclac. Wbmi be tons the knob, that doer should open at any time. MIL STEWART (Wbcoosin): We are planning sew taDdkp and tare at the problems awficotiag us is whai to do with morion picture snrlrimi in tbe classroom. What proiisiun is there in aew planning rbere will be a panel discussion 00 that and Edward Landry bom tbe ettee of tbe Postcaster Goscral will give farther information hi surfacing halls aad handing*. MR PEARSON (Philadelphia): 1 would like to ask Mr. Bush lor a de*itnp of ibis era "Utter." Wbat do you damfy as Utter? There shouldn't be *0 endue amount of titter, that is true, but will you define Utter? Utter in the eyes of some janiton U educa tional material in the cyo of certain ocher for that hazard? Wc teach safety in every dunnosL Wc ore ma*** pictures. We are wondering wfmt the new trend * in regard to that. Is them any nfc planning? - MR PERKINS: With normal iSosi pro jection, such as yon bade in home aoria and atnzirur rnR I don't think there is much risk In using it in aary diwoon. I would be happy to hare ary children in your classroom worn you are taring k. Just breathing is more of a rwk than that- MR- PECKHAM (Tesutcmre): You can overcome any fire hazard, by hav ing a small fire cuingnhher handy. MIL ANDERSON (Pittsburgh): 1 would MR. BUSH: My definition of littler would be anything that is objectionable to tbe gen* exal program and the general esthetic looks of tbe room.- You mentioned the custodians and janitors. I would like you to indude the teacbm. I have seen teachers harbor and keep and carefully register materials that cer tainly couldn't be riawilled as anything but Utter. What I would call Uuo, maybe you would call something eke. 1 think we all need a little education a* to what is necessary aud what isn't necessary and what con be clitcu- like to raise a rpwwkra 00 tbe slippery floor proposition. I think our records show that a grot deal of our haDways and wrtAw ac cidents arc the results of slipping. How do you moke Kimlreini nonslip? Z would like a little mere dltnissiwi 00 this matter of non- slip floor* MR- BUSH: Maybe we have to know what part of the h"IM{,n you.are talking about, MR ANDERSON: Corridor* MR. BUSH: All right. My friend Perkina Likes tcnazBO flooes far corridors or aspafclt tile. Ear myself, t like asphalt til6 They are quieter. But. if 1 have asphalt tile, 1 want to be sore that I Imre the right type of water emulsion wax on it so that it is not slippery, and I want to be sure entrances are protected so that I don't drag water in on than. MR. V1LE5: Let me add to that; I want to ooutend that one of tbe first jobs la plan ning school buDdingt is to provide storage space in the room lor things to be kept in the room. You people who are training teach es, give them some training in room house keeping and room management. They don't get it ud neither do the schoolmen who oame out of the', colleges with a background to school plant management. We must provide piaem to put things and then we bare to dp a little bit of housekeeping. Half the nation seems. to be engaged in housekeeping. It might be good business to leach the teachers schoolroom housekeeping. VOICE: X thlztk the definition of litter is dependent 00 who happens to be the strong- 28 35th Motional Safety Congress, 1947 personality In that local spot. If the janitor they are relatively safe. We have wap* fa or the custodian happens to be the brute three buildings that 1 can think of. One of forte in the school, he determines the defini them has been in use for about *5 year* and tion of litter. If the principal of the there has been no comment, adrase ot school happens to be the overwhelming otherwise. In two more recent 00a. we have personality, he determines it, and occasionally been most cordially not thanked fee putting teacher* are to strong that they determine in ramps. Stain would have been worn, but what is litter. I am not joking. It becomes the ramp* are no pleasure to anybody. serious when we say to teaches*, "You de MR. BURSGH: Our esnphasta la California velop an activity in your classroom." and on one story cooscroctiou and open type they don't always have places to store their planning- ing the outdoor classroom, doesn't stuff. We say, "Use your initiative to develop call for either suit* or ramps. things that children do on the spot.** Chit* VOICE: Getting bade in the qwfee of dren do ** that look like litter doors, for just a moment. We have baud of to a person who don't understand the educa tional implication* involved and the chQd has co save his materials until they arc of door* swinging In and twinging cart. There are also revolving doors. None seem* to be satisfactory. We cannot eliminate the human no further use. To the uninitiated person, U element. In our sate, we have found that may be Gus. MR, WARREN (Quincy): 1 want u> ex plore this natter oI ramp* a little bit. An ramps replacing stain and at what sine, by by making o*e of oar school safety patrol* we get along. Wc cannot put the whale re sponsibility on the teacher. She cannot al ways be inside the door awhnbig children number of room, would a school replace out. In the corridor, and 00 the playground. stain with a ramp? What are their pomibCI- Wc have found school safety patrols very sat ties or their hazard as compand with isfactory in assisting *- MR. VUJ3: 1 would like it. If the paad * ** permits, to rrin this toe comment to Mr. [Mr. Bunch asmmarl the Qair.l Medden who prepared part of the standard*. MISS THOMAS (West Virginia): Nothing He is pretty with what is going on at the time on the ramp*. MIL HIDDEN: I thought he wanted stand seems to have been said about beating equipmem. in oar state, wc beat >-- rrlsmril| with natural gaa. Most of oar tmftdlngp jr ard sties. old and the hating equipment is old. Whca MR. WARREN: 1 warned to know if ramps there is a period of cold weather, which we are repfacing stain to any considerable de gree, and in what size building? 1 was in terested in building an elementary ***fi1 of don't have too often, these is 1 feck of hat and the windows arc dottd. What on be done to protect against the pemtblBtfee of 16 looms and one of the plain showed so explosions from acaueabued gas la the build stairways. 1 wanted to know what siae a ing? school has to be and what the relative merits of the two are. MR. BURSCR: That fa foe prevention. MISS THOMAS: Our state baa the same MR. REDDEN: The only thing I could difficulty with personnel as many other places give him would be the experience In our have, fiawsoel is not too well trained state. We don't go in for ramp* at all except in certain inuance* where there is an' econ omy to be effectrd. Generally speaking, wc don't approve of tamp*. Some of the ocher Teacher*, rtwtodlan and janitor* are not plumbers or engineers. One of these indent bating plants could very well explode be cause of accumulated gm. people from sense of the other sates might have a different Ida. MR. PERRINS: Ramp* that go Cross floor MR. BUSH: We have that kind of prob lem, too. The thing we an waking toward Is to have the Industrial Accident co floor are space consuming and very ex sms give a the suae kind of service that pensive and probably will be economically it ha given industry. The cnuriuiou would out of the picture in 99% of the cues. Where be a* likely to catch somethfog like *w as there is a long corridor and a very slight dif ference in level to accommodate a rise of two to three feet In 50 feet, a ramp Is sometimes any group. It has tedmidana. MR. WILSON (Ohio): In the athoofe la mr town, we have periodical inspection* by a better device than a lew temp*, although a firo Inspector. Be make* a monthly inspa:- the step* can be labeled and wgnsleri so that bon of all fire hazards la th. h* School and College Sessions 29 visit* every zoom. It might be wise to have your dry fireman inspect or check your fir ing plant d beating installation and see what his recommendation* might be. Mis THOMAS: In our large communities, that Is done. But wc have so many rural schools wfaoc there I* 00 fire inspector, VOICE: I would like to ask Frol. Soocsea a question Is it ouUtsiry to build bieaehcn huge enough to sat 3.500 or 4.000 student*? It that the customary sue? Ain't btadKts divided loco units? No blocks of Huthcw would then be dependat upon more than 500 people What is the average practice in building bleacher*? * PROF. SONZSON: The average bleacher eenrista of it to t$ row*. We had 4c, and they covered tojooo square feet. Some saws have maximum arm* which can he devoted co a stogie Mrsrhrr based probably on the nuaaber ef people it can sat. The "Indiana Code" js bring reviod in a few respect* and may feaxpontc that proiition. The ordi nary v?i--1--* is quite small and the pombsZky af a failure similar to out* is much MRS. U W. HUGHES (Chicago): What cam mess ef the fin to school bufldings? It k defective farnaccs, something wrong down to (he engine roosa? MR. BURSCH: The hating equipment rwi the Wgfcjtug MRS. HUGHES: Imcad of bothering whether the door* open in and out alts the boms are ~*r*--1. why not rnpcrntrace on safe hearing and Mg*t"rir equipment? Issst that crTUin hating equipment that Hand, fine in safety? Why ini it always employed? It is because of the com of it? There tail any use In spending so much time on bow children are going to get out of the build ing. The thing to do is to keep it from catch ing fire in the first place. MR. BUR5CH: 00 could no more dictate the kind of hating sod lighting equipment mi the various sources of foci chin you could jump over the moon. There are safety standards for all type* of beating and those that cannot be made to conform to safety standards should not be used. But we couldn't hope to select the safest fori and safest bat ing lor a buOdfef. MRS. HUGHES: You can't pick out stair ways and you cant cell them bow to hang those doors, but you on advise them as to what is the safest type of bating. The public fa entitled to know that, There may be wow typea that are jam fire trap*. I think the average layman has a right to know what it safe mostxuctiou. I think U we attack the problem at the fool point, we wiU get some where. VOICE: Are there any riraimstancm under which U is ever permimibt* to have the door of the classroom swing in, such as a domestic Kkace daw where the group would he small? Should die door swing out? It that a nnivenal rule? MR. BURSCH: You bare beard the dhcuate of chat this afternoon. New York state has a few making it necewary for all doors to swing to. In ay opinion there is a very great safety factor in having than uni form throughout the nation, MRS. HUGHES: It is ten minute* past fear and you have been a very attentive audi ence tad I think .you have appreciated the fine contributions that the speatef bare rv** If there Is on fartbet question, the mating Is adjourned. 30 35th Notional Safety Congrets, 1947 WEDNESDAY MORNING SESSION October 8, 1347 Group Masting on Tsachar Education for Safety Conducted by the Higher Education Commtttw. NJ3.G. Presiding: JoaiN E. CoaaAiXY, Professor, Secondary Education, University of Washington How Toachar Training hufituttona Can Make Saier People of Their Students By WILLARD B. SPAULDING Dean. College of Education, Uoivanlty of llHadi Do student* at teacber training frolltulions need to be ala than they are at proem? In what tap do they need to be ofor per sons? What an be done to produce this re sult, if it it a neeesuny one? And, finally, what is the place of safety education in a teachers' college and through it in educa tion as a whole? There have been rery few studies of the relative safety of young person* enrolled in teacher training institutions. During the ten year period, 9*5->935- accidents atused per cent of the deaths amoog college stu dents in the nine univenitio which were studied. This is mote than two and onehalf times as many deaths as from the neat roost comrrfon ause, bean and circulatory diseaso. Sixty per cent of the accidents were traffic accidents and 40 pa cent were horn other causes. ft is clear from the examination of the enrollment at any teachers' college that a major proportion of the penes* enrolled are women, and any examination of the nil of teachers in a public school system wiD also show that this is true on the job as well. Women in general are safer than men; a sur prising statement, but a true-one. Amoog mates alone, aeddenu are the moat impor tant causes of death in the age group from s to 37 years, bat for males and females taken together, accidents are the moat im portant causes of death from age* 2 to 23 van. This age group includes most wouldbe-teachers. In the so-to-spycar age group. females account for oztiy ij per ***** of all accidental deaths, while in the tj-UHtyyor age group females account for tfi per ctat. It is, therefore, probably true that, I*"'-- of the sex factor, would-be-tacfaas are safer than their same age companion* in other professions. We fhould not assume from thto. however, that there is little or no problem to be met in the teacher training institmkw* bcause. in the 15-10-14-ycir age group, which in cludes nearly eseryooe who to preparing to be a teacher, there were more than 13,000 persons who died because of aoddenta in 19ft and nearly .15^00 in 1945--1 tremen dous waste of the most precious resource of our nation. We cm umcr our fink two questions, then; by stating that students at teacher training institutions do seed to be safer per -fom, that they need to be mfer person* in every way, but that their to greatest need in the ares of driving automobiles. How then can this problem be met? Tbe State of Ulinoto fas* recently, enacted legislation setting up a time requirement of 40 minutes per week for safety education. This Is a step backward, uot only in safety education but in the ause of eduation gen erally and 1 am astared that such propcatl has bad the endorsement of organised groups wbo are Interested in safety, (I ondemat that the National Safety Council was not. oik of tbe endorsers.) Three Is a long history of attempts of specialized pressure groups, usually working to ray desirable ends, to impose their will upon schools by legisla tion which requires that a specified amount of time be devoted to particular programs in which such pressure groups are interested. There is an equally long history of the com plete and utter failure of this approach. The assumption which underlies such leg islation to that time spent in school to all that to necessary to improve or educate peo School and College Sessions 31 ple, Unfortunately, such to not the cam. Tbe weekly period of safety eduation, way in which that time to spent to what 1 do not man to convey tbe idea that the counts. sate legislature has no right to be concerned The whole sdene* of education, and it with tbe results of tbe child's schooling. has a couridcnfcle science, points dearly to Schools should develop citizens wbo are alert, a consideration of tbe need* of each child, intelligent, and able to deal wisely with prob to using the powerful drive of child interest lems of tool, stair, and national importance. in order to motivate him, to relating what Schools should produce a generation which goes on in school to 1be vital problems of will not destroy a large proportion of itself life outside of school, and to having a Very through aeddenu. Schools should be able to flexible and adjustable schedule within the make men and women temperate in many school so that these alms an be attained. things, including alcohol and tobacco. I would All of this to denied by tbe impatitkm of urge tint the legislature etabtish appropriate time requbcasBits through legislation. aims for its schools tod that theschool* be ex I worked at one time in a state where pected to meet three aim*. 1 do not believe, there were time requirements for physical bowera, that toy legislative body has great eduation, tbe English language, tbe evil ef enough understanding of the techniques of fect* of alcohol and tobacco. United Stare* eduation to attempt to determine wisely history, dvd government. An additional re how these atom sbreild be met. That to a quirement obligated tbe school to teach any job for the professional, for tbe trained per foreign language, if the teaching of such son, for the teacher training itstitotioo. language was desired by the parents of as Both tocher training institutions and the many as *s students. Tbe tnreitable remit public seboob which they serve axe hampered was that no one paid any attention to tbe by tbe good intentions of pressure group* who requirements, because U was impowtble to seek to enact legislation which coooern* It operate within such a framework. That will self only with meant rather than tbe end. hare to happen now, if there is continued Such legislation tends to retard tbe develop sucres* on the part of well meaning groups ment wfeeb It desires 10 encourage. in persuading the legtolatnre to place such }[ legislated time allotment to not tbe an requirements on the schools. swer, rim to? The answer to tbe learning of Fortunately for Illinois children, lb* state any new kind of activity to to be found in department of public instruction bsa taken what to already known about tbe way fn the initiative in showing school men of tbe which learning takes place. It to, or should state bbw tbe legislative demands on be be, obvious that what to done by tbe school met without violating tbe principles of tbe to helpful only insofar as what to doe* to Is science of eduation. Working with repre accord with the way in which people lorn. sentatives of tbe schools, the safety organisa If la methods are patterned afta the pattern tions of the Mate and National Safety Coun of learning, then it* methods are good, but cil, the department of public instruction to to tbe extent that its method* deviate from preparing a "Cuide for Safety Eduation'* the patters they are bad. Let us, therefore which will be keyed to the "niinow Curric spend a few minutes In considering tbe way* ulum and Course of Study Guide for Ele in which man loros. The learner most be mentary Schools." This guide will show bow motivated to that be begin to act toward safety tincruuion can be built cm tbe needs a goal, which be to prevented from reaching of each ddM so that tbe urban child will by the Intervention of a problem. He tries leant what he need* to know to live safely many ways of solving this problem until at while the rural child win learn some quite fast one way to snccmful. As he to cootrooted different safety bca which be need* to know; with the suae or very similar problems and so that the handicapped child will bare a solves them snocoafaUy with die uoc way safety armeulmn meeting Us needs where of acting, that way becomes learned, they differ from the neeto of hto more nor We read about the causes of aeddesta, we mal brother. It will show the schools bow talk about them, we write about them, and safety instruction can be wound fnto-tbe re expect our papih to do aQ of these day-by-day tiring of tbe child by capitaliz things In order to become safer perrons. We ing oa tbe child's totenL Tangible results may even hold emay contests in order to get from such iamotoa will far outdistance more of our student* to compftt and so to any parfih gain* In a 40-minute become safer, not realizing that essence 32 35th National Safety Congress, 1947 of safety is co-eptntioa and that, by en- nor through talkiog and writing about them. rouraging competition as a goal, we way be The students must get beyond verbalism into setting op habits which will defeat oar very action. aim. When the school (and by this X toemtt all The methods of the school matt be such educational institutions of all levels) begins that the coocepts oI safety actually function practice, as well at preachment, the school to control the day-today behavior of stndrua becomes a vastly different kind of institu as they mature. This is as true of a teacher tion, a much busier institution. It will not training institution a* it is of the public limit the practice of safe living to tie cm- school, it is not enough that the coocepts fines of the school plant. Student* will be- be accepted inteSectuany, They must be pan come concerned about tbe problems of com of eadt individual's putters of behavior, and munity safety and will leant to taka part in tfati pattern b dm by reciting rules solving them problem. If there axe unsafe nor by memorizing words. places on cty playgrounds, if mlc hazards Educator* have bad esoogb experience are great, if tbe conditions under whldt food with verbaltttlc to realzae that. is is served are unsanitary, the young persons building good habits of safety. as ounce of deeds is worth a Ion of words. Yti eves they have not put into practice what their ex in school will team about safety as they seek to have the hazards corrected. And, what is ms more important, the students perience and their science have taught them is the only elective way to build habits. The social studies, of which safety education is frequently a pvt. arc specially designed to win lam tbe fedariqum of danocatic intexaction as they Join with groups outride of school to achieve these ends. Safety educa tion will find its curriculum In the rich develop individual habits of behavior, yet ongoing life of tbe ammonify and, wbOe their main technique is still to ask students participating in this life, students wID Imn to describe sltnitio--. to write rales, to re to become effective fitiiw* in the ndalt tire quotations fnu the grot documesa of world. oar gi'iM'i n--,nf. or to write cuuys and give ,W* hare been thinking together atom edu ipotchei about democracy, or safety, iu the cation as a whole, in order to pt mme per fond hope that language and ideas wQl be spective about tbe way in which mir Bring snSdestt in bnOd desirable habits and atti can bM be learned, b fa out of this Usd of tudes. .csofSdcntkn of the penblem that we on Schools should really know better. When come to tbe bar swln sudag of the unique they deal with the time 11% the wolkd task of the tni^" training liwhuilaa This fnudjmentals. they lave always used en task a two-fold cot, that of tmVtng safer tirely dilotot methods i procedure*, persons and at the saaae time making'per with far bettor ranks. For example, the sons who arc able to use the trachfug tech- schools have never asked popQs tn quote boa the ancient w^nw--tHini to write tula for addirkm. to describe the additive process, and tbca cpsasd the student to tuques which arc demanded when the school roaches out to grapple with the ml prob lems which ext* in the community around k. Tbe chief cooduriom of tbe Gomarission add with automatic accuracy. The school on Teacher Edonriop of tbe American Coun knew that stub methods would slb fatnad. cil oo rdnesrion, pub&herf is iMd.'scate as the school insists on practice in-adding. The follows: school provides situations in which addition is an essential faactioti and thereby "The.primary objectives of at feme tferertights of the undograduate work of pro the practice useful and interesting. The rules spective leaden should be tboac properly can come later. The csaendal principle is to learn by doing, by practice. If young pc.ivuos are to leant to lire ufdy in this dangerous world, tbe schools would - ascribabfe to general edaratioo. It is un desirable that this part of a student's work should be coocenoazed in the brahman and sophomore years on tbe assumption be wise to me the methods and procedures that general education may be `completed' which bare ptoreu successful in the three It's. Tbe techniques of safe living must be practiced. aa wen as discussed. at every grade during this period, or with the consequence that sotatha to pcofariooal ctmeana iriMI be postponed until a bur time. Tirarnr lcvd and in every dassroom. The techniques tioo primarily detigoed'for general edara- tiniwt be learned through iwmwirfnj rules tion should ^ts attention to any hopHot- School and College Session* 33 lions of its subject for professional development. The reverse holds equally true. "Of comparable importance in teacher ing out their own educational programs and provide these with regular experience in co-operative endeavor." This authoritative statement has many im- education h the study of the nature and plications for safely education, which is such problems of community and broader so an important part of living that it belongs, cial existence. Instruction should aim not without question, in the (ieitl of general only at comprehension bat also at derdop education for all persons and is such' an im ing the Impulse to share in social action portant part of the acrivitio of tbe com and skUt In so doing. InfBiased social pur munity that it belongs in a professional study pose and intdligmu social participation are of tbe community by all who would be teach partkiilariy desirable la teacher*. Acquaint er*. Teacher training Institutions should or ance with rural cpuasuilin and their ganize their program of education so that it problems b especially indicated when teach- will suet both of these ends. are UkeJy to begin thcar professional 1 shall not attempt to inform you about .rfc in such communities. ' the asses of acridenis, which are many and "With tbe lengthening of the customary varied, and with which f am sure so many period of teacher preparation, tbe impor of you are familiar. Teacher education should tance of providing students with direct ex indude material which will bring knowledge periences in relation to claaraon study has of these causa to all of the students who are increased. Special attention should be enrolled, and bring it to them in such a way givn to enabling prospector* tern-hen to that it will become a vita! part of their cdu study . . - commMftitia ot grat hand, not rational equipment. merely to ohserru them bvt to wot* with some appropriate degree of responsibility. But knowledge, by iuelf, is never enough Such opportunity should begin lairiy early in the preparatory program end be contin ued in complementary rotation to a variety v(, classroom experiences.'' One of the problems of every community is its problem of safety. Further, it n a prob One of the. intangible, but most important attributes of the superior teacher has been left until tbe last for purposes of emphasis. The terribly urgent need tor a better dti retry, which coma from the great social problems of tomorrow when these problems lem to tbe solution of which the would-beteacher is capable of making a contribution. One of the ways which every college student are enhanced in complexity and danger by atomic energy, cannot be met by skill and and knowledge a!one. Safety edu can help is by refusing to attend places of ration, which is pan of this future and which entertainment which are obviously flouting must include tbe over-all problem of a safe fire ordinances, by refusing to overcrowd world rise there mil be no other problems Members, and by refuting to live in dormi of safety, needs more than these professional tories which are not eqaipped with panicproof hardware or where there are other accoutrements. A deep and abiding sense of the importance of teaching mutt be left obviously unsafe conditions. within the heart and mind and spirit of each One other. conclusion of Commission 'on graduate. There must, of course, be love fot Teacher Education of the American Coundl children, affection and respect for fellow on hlualkm, as published io 1946, is: tochers, desire to secure increasingly greater "U is particularly important that pro competence, and a belief in tbe essential grams of teacher education should con human values of democracy. These are im tribute throughout to the development and portant, but of themselves they are still not strengthening of democratic powers. These enough. They mint be coupled with a fierce notably indude the ability to think, ted, determination, a kind of missionary zeal, to and act for ottorif and also tbe rapacity make the world a better and a safer place to work effectively as one of a group. Con sequently. profrational preparation should for man because of what is done in school. Developing this spirit is the greatest task of conristenily enable prospective teachers' to every teadim* college. We cannot and we share responsibility in pburning and carry will not fail. DHRmnao tenjtolino sqi o8t ml t moqv boj) utdt an ipfqi "aunoo jo 'foopdnnmc 'Xiajts n|Ot iran t moq tlkMpt trq au| t do pastq *00 paoxta aq 01 teq ttqi ioqi 4f|tnua eunco (cnoponpa ino m ooponpa aqi 01 iaq t aoo md omi aqi jo pot *ucai |umm jcj aaqi omi jo aunos t sofptaaim aqi Ximouqo *do|aAap ppip aqt ptq mci) fA 'oSe mi woqt loapa iprqM 03 iaapos aqi pat axnipo aqi 'Xaranm lujn i {tnunSnnt *jjtj itpap nr 4no3 *tno aqi n aofretata m Xupp puoaaf aqi uaqaex ai* *moi tTOOpaOOM. TIK '9op|tada coaq aAtq m qsjqjA jo 0051mnpa jo Tpeoidd* aAptSao c ioa pat a*rit*od * a*cq XBoiotpXad aqi *aA|o*ixi itqx pT*x 9nuaoiS pjnoqs motp asoamo o) inq `fpitzcq C R put SBtBtStO SaUAOlS * PlJtp qi pta&t <n tsipjnp tijtn' joa pinoqs 8^ jo npn intsacodopAap aqt"*dop*p aq te AiiM) SAp oi Moq M| pinoqs i inq--ojn Ptnp aqi auimcxa 01 aAtq 9M. *piauu aqi piOAC oi M) *si inp-lpnoiui ssaj mh 0> joj wnf tug mq asp ot jug ioa pat Ihij Moq sq kms pfrtoqt vqienpi :dn Souq iqXira p^piaiiod nqi it a*urn aM op moh `Xaapoc ) iqSnoqi t q?|qM ir>q jtnod aqi jo ajTl)J oi aotjd cq a; footpt aqi aac 01 ft op 01 j? t ct qsjqM qittsat jnwprpp* auo auq i ait icqM TWpi t 10a q 1; Poaaps {tpos `Xiramxnaao jtp-jgpoc atiq t j and r sc jo DotnATp aqi jo ucd t cj Tuaaruidap an. {ooqas aqi pat pfnp aqi Supos ioj Aitssxou lltnq proononpa mo jo mins atp ft iaq aqi airftqdtaa 01 aqn Pinoqs j jnq twq? aqt sdtqoij fiatptai Sorajm jo qof aqi o) ansrqdtua-ap ioa pjnoM j fraiSaid Sinuttn speotddt xno moqt qjn 01 aqq PI00* I mpn a; papnpuj aq pjnoqs 'quiqi ] *ojaiaqi *s8atqi wqx, aapptas ScqqtCM 8uiiiiu MKOonp] jo icuicmodacj aqi jo idtopo 30 uaqw cuim pMM<a-aqqiu am pjnoqt aoo itqi Atp jaqio aqi Knf mo puneg l *ajdnnrxa joj 'Aia)B jo pjgqaai aqi jo d|B|MO(r( t n npq )nd aqi jo 900 ooponpa omo 1m u; XiniaAnifi aqi jo aroqi toacudu XpitaaDao loo op pet omo lea an fOonndo la jtqi tafXcx iq tnSaq iqfrai 1 :JLI3Mlf TDV Hootpi Aznoatuafa aoj tsopmnpo inttlqd icqi p] j *Aiajts jo impcat aqi oj skiiud jo Sanptai aqi jo jiod jo amSoid Xpms 3A& 01 amjrrj joj tiSotod* xrt toa tf itqi ttpoc t jo axed aq ppKO oopenpo Xiajvs mataoiiAua nj u{ 01 M*uu>ituuoj oafqm i pjnp aqi Ttq jo aStpapiouit e pop ud noX asaqM ft aojj qiiM mtiikud mol aicipaoi tsmn noji 'oiojaq pruaitm acnoc ino pasted aq pptoq* Xidot* panao juaa aq naans Inman n aq *nai aiaqi uarpq 70a op 1 -ooponpo Xvjw oiuoa Mao * 01 SinoS at aq 'aooq Suu( ioj paa ainrgap i aiaqi qtnqi 1 'xMaMOH n aj| *Atp nzg lm iqi apra si ttqi u " no mq a 01 ajq*npM -moprooo Apjts *,PUtp aqi oo pottsap cno aq Xtftaj ffiM icqi ituoitn aactnot jo wti e puamaq aqi japnuco mg *pjcxjt *m 1 'itqi jo XqduSonqtq x uttiai 01 In l suaqi saSioj jo qurqi rojjo 1,oop s&\ *jootp* ui *1 pjnp 01 ip>o *p9tuoaaa aq 01 optpnt pax xocj aqi Atp wg aqi i icqi 30 ajdintw try ajtdmao t tpnjM ioj taumo Xota 01 ptq tsj pjnp aqi onn oi SmeS an aAtq 1 onappic nc aAtq uaw qiM *m otaoi 9M icqM Moaq 01 aAtq 9M--aSe icqi k arq joe faop Xaajtf tsi aunoa y *9JTJ tnooiqSp aodn aScndan 01 fUiSaq tprqM aintfro aqi jo t atp 01 SntoS |jt an am own l.jaaop soouangtn moim aqi 01 pafqnv aq 01 SinoS tqqn at auoao \ toopiaao Ipja n* *** t aq tqM--aSe mcino t pqitu pjnp aqi aqns oi ftnoi q _focxp* inppenap aqi at M aaqM mg *apXa|q aqi )o fjcpad aqi qanoi 01 -]. mnt m tp|M aunao t icqi paj loop | qSnoaa 9oo| l.uaxc iSa] t.pjnp aqi atnoaq inq *awnp aqi 01 mnrta r aqq punot j aqXxjy pons 1 no apiatq t tujpu tmqt nxajqojd wopsui iapt aq pinoqs uaqitai put 1101 ou <t asaqi pjo snal aonp n p^np c oaqjw -tnmqifpt Xfso nqi po] l.nop I '*oh aiaqt opiajq 00 pin naans oa an asqi * -mam m Xpqn mt aq pptOM naapoox atncaaq mnt X uo aplaiq c 9mpu inoqc jaw *pxuuadmm pam aq loutm fapqpq aBjqoxd oa 'aoTimpAp jo aoiSai aqi aicqaq qant icqi tioiuttiuiiupc iq apeoi an ojiu `fdtqtad rm asqi toots at 'AtmoiAqo Xiapot aqi oitJt pnqs qi tonpat (ooqM aqi XtM aqi *q ttqi isaixipatn jl s\ood tmvonMt atnos 01 oqddt Sunp aims -qj. "posr.uadnsnn an sapurpe romtstn m,f* -nts a{ `paaoptotn ndattlS 'J|V *V looqat aqi XtM aqt pot `Ippos aqi u; pnqj -Ap* qooi i.usop aoo n "*op IT9 PfW aqi `Xppo* aqi tq jootpf aqi jo uoiidxraco aao wittis qnp t n jatsod aqi op!**) atsof naamaz|nbax n; jo aoo R aAtq imtn tal WJ5 aqi SatasaiD aiy 0A H*tM uaqatai SlanrptD joj tseiSoid Xtre qorqi 3 , *P1*A. '*^CT tpjqM loop x ap$saq msod aoq oitn 08 i.uom 3m qap)M asoqt a3nq t aAtq qooqa* Xtrea ooj,, 'aitt qootp5 sr ruontog sSoflOj puo fOOipS qtqi aqcn 01 moq uoitqspqap* anutq aAtq 1 `iqaaM <U) t Xjoo ioj jopiuisut u* pot smptai tpn a m fDotuqpsro Smarm qSnoqitv *podm snp or naaaumf pecuq taq) nj imgtt uodn paotjd aq oe epeqd 9 aqtB ot aqn Pf* I ntVdHVXS 'ZS\ *u Xem amo :X1N003 THUfUf SSIM raaddeq iou p|nOM fiuappac taoptapcai Xtitta--sSopp op Xaqi aiopq ssaqio jo quiqi Scquiui sqmi mo a; topenpa laps uo piooqs Xaqi itqj siaqio pitMO) Xiniqiniodm ijstqjRj ajoqt qxxn ag| ppot j icqM jo mum t vaxiqjip 0103 npn>! pjneo a.n ji 'tnsxo 01 pot Mmqo 01 pooftn aq ppioqs qaappst at xna am nqi qqi aqn *tPP *! VI *p3Cbuadt pjnotM no poddais par paddojp ji ipp]M **3jq -an agpim toonSacp iae nuegod jo ino -nm put sunrg 'qpaad ait siaSutp aaqio V" W pajtdfit aq mu ppwqs loapnjs o.kj PCfOM qinca aaaq aAtq pjntw *psusont aq ja*a ppioqs mu. -auoie qjo,M luappoc itqi `xmoo jo ~paM t ioj |Ooqat jo Xpemn snq qSjq aaq naais Sanqamj pur ino rm par 'apple jaq paunuds put UMop ipaqaot Sarop qida^ mixiaMD Xiajcs ipcai qaj *tprq aqi tutop Surqsnj scm |iiS x Atp ppoqs'caSaQoo aqi pot qooqm Aitpuooas aqx jatpo aqi wnf 'XqM 'xltMirvts put q}tq aqi mum.umXS aqi pot lioiuoqq aqi 'oocuncp UMop urn Xaqj iqsm c qans ut aq 01 mass aqi or wnpaaoid Xfajts di patoAap uc]d tlfMp qdmd Sonojt momSutp ait itqi op ooaaf aq pptoqs aoqjL 0x1000 qata ui um| siuapnif icqi sSarqi Xutta ate aoqi [ooqas c naiuio iAa ut papnpen aq ptnoqx Xiajas punon 40 toooisftp c u; `aatjd jsxg aqi uj 'ipui 01 ppg aqi oiui poop aq uo too oi 'Xaqi aiopq iiqa 01 qSnoua pauren >,wii rnnf unpDi itqi jatjaq la ft u XpqSip it) rq paxotai pat pcq trq uo 1; tppiM sq sAcm cnoutA an aaqi inq *auop Sfcqi pres X[S3. moot CT ffqi *acma3 JO `A]l -pqnoodm ftpot jo asoas itqi mocusscp aqi papatf MOtpj aq.1, *3Atq ppioo 11 mq *iuaptaat oj tiaapnit jaq 01 xmo ind 01 a|qt aq pfnoqt tnntit 1 tq ptB i.nprp q 'joog stooi nMoqs. aqs Uimqjtaodiat repos jo asuas airue ut scant aprji 01 atqi tartaq Mouq tqitoqt aAtq piuoqi aSbnoa aitis * moq paienptiS (ooqat Xnpoooas t moq Samioa icaptm Xay stq oqM jaqacai * qujqj j *qc jo tsnj raoji *amtstusaXS aqi oj Xjajtt ot pat ainpaxud -enpa Xj^ki moqx ftapi amos aAtq 1 *sqaau ami xuioqt oj paapa ttaaq Miq p;noqs xrx ioj BKpzn 9 pot 'XMt jo aitnpuS aSai (ooqat (9n| jo ino Sotokjo wqp) y ninq -joa *v :$NOQSIDZJLIi MVTdVK SS1M ten JOOg ebooj nmoqc * mint Surpqt Xoq y Xipoc^ qnuejs }oocps atp tXtp mi patsddcq ieqi itqi jo jaqBajf put sioaqu jo Aiisda loappjc vt joj rm Scqqatai Xtn ScraudBaq saijt mo fpen j uodu mappoc wg wit *naapnjs jtatp 01 u snoosoco Xiajct iradon ipm Xaqi moonctp *|ufi aqi jo aienptio V *waf<v4s td*o*o ptarj XimoaoBjag aqi it tptax 01 Snjxtdbid `odhsqqo 30 XiruaAran aqi it itspms aitnptio V 'J-ixMif niwf aqi opq afi Xaqi naqm *mopsaoo Irajn uownio; aqi Su/gw Ag 'tnopmoo Xtajts ajoa uontizm; rno spa 01 spam itqx imoj jo liaaipn aqi 1* Xiajts 01 jnago aSa^os tiaqatax iis *!<J -ini uaisca jo aienptio V *I>PS aH!' Xnaqn tq sipx y *tKO(n3iuj mnsvjv jana'j Xjcioatnais; joapa t it asaqi icqi am Sorni rm ajg *801 aqt it tptax 01 Sopadaij toapms Aits Job trqi qxDpooM if| cq Sapnti m 1 'jaATOft ajanaMqiioM V 'Jaxoco imnjv loasajd it ft 11 atqi aiooi aSanoo snrpoj. passant aq pjnoqs Xtages *aSauoo tri szn< aidS xmoi 'Sarupu.r. oiqa V aopto Xiajo paxjnbu oq pfnoqt aiaqi. 'Sunmn -np3 Xiajts `Jopmuai ^dooooom ^ xtag ui an Xaqi %cqM fnoptuao Xiajts Worn rasry uopo siaqatai Su|gcsa qSooiqi aq pjnoM caajqoid aqi Sinppti jo tma maq mo ~jpiiqi j 'samp ijt 3t pool Am qSnniip limpty fdaag Xiajts jo iqSooqi aqi pat `lonnmai uoirto -npa frooptii 'oopenpj Xiajt^ do uors cfBaioo isaoptN *aoptanpg Xtajcg jg *jux q isiftpuds ^zxxotsntv *V mm$ WUDtJpJpPtJ npa [tjrtXqd t art f maarnaUS aqi tq siiod iijsjauntfj aoiOMtjuos `uononjr? 3i mappot OMi ino aqtoi 01 ptq Xpeaqt jo *joid *KrvMSDj| *x 'a uapmrj uottmjjtfj CnojasKMiQ jwiDd^ qspjs Saji 0} *ndnj fitqipMX } ssnbRnp*x Q! nospnis S)duj snognigani buptfaix a<Pi>*I HQ moq 1*61 rmnDu vsi w 35th National Safely Congress, 1947 decided to put in a safety minor, which con on tbe back stairs were broken and we Sound sists o! *7 hours. When our teachers go out students used those Main quite frequently. into the field o( teaching they will be pre One cement sidewalk ia boot of the Industri pared to obsenc conditions and train their al Arts building; had a bad drop. It had nevet students. 1 agree with everything that has been repaired. Well, it has been repaired now |icn said by these students today--they must because tbe faculty and student committee o! see the child as a part of society and train the council went to work oo U. the child in that manner. Doing such things themselves very likely Itrieflv. our four courses deal specifically will akafcc the go out into the local uiih safely. We have one where wc study community and become a pan ot the safety safety statistics and the seed lor safety and council there. But without some adequate how best society as a whole should treat the training, you arc doc going to get anyone to problem of aeddenu and accident prevention, tn that course we study information available from all the recognized safely organizations in the country. do the job jut by sending a piece of litera ture and saying, "Organise it this way and that way." Tbe actual school safety patrol work also, The next course we like to have trainees f fed, is my Important to trainees. take is "Teaching of Safety in Elementary Schools." Briefly. In that ooune we combine the Junior Red Cross accident prevention ID the secondary school safety training, a part of the units are ia tbe American Red Cross Orta and home safety program, taking program, and a study of the organization of up industrial shop safety at length, Wc make school safety pauols, and junior safety coun cils. To make this more effective and not just trips to John Deere, which b the largest tractor factory in the world, looted in' Wa terloo. seven miles from us. We go to a jncai j>a)>er reading and paper learning, we take packing plant and notice tbe diSerem pre trainees to our campus school, and tbey'orgatme a *c1moI safety patrol. tn our junior safety council work, wc (elt that vre could probably set up a typewritten cautions in this industry. Tbe Bdl Telephone people probably have one of the finest safety programs in industry. 1 knew they were going to put in some tele or mimeographed copy of methods of or phones on the campus, so 1 took my dam out ganizing a council, but how many teachers would go out and organize one if they had not had some experience? So wc organized to observe tbe work. 1 didn't know What they .were going to do, but 1 frit sure they would do something we amid obunc. All one of our own council, made up of frothy and students. They have to do a lot of work on the campus, for instance, last year we studied our campus parking problem. We had many hazards. Can were allowed to park around- tbe men had to do (which Ohuuaux how they work) was tn chop a bole with a- star drill through s cenaent sidewalk in order to put a ground wire into one building. There were three or fear suba of concrete. He i he campus school; they parked, along side walk.* where time were no pointed danger sign*, and tbe regulatory signs on the campus were very inadequate, as they are on most campuses. put oq goggles and heavy pons to use that little star drill to chop through the concrete. One of the stodaua remarked bow many times be bad seen people use a star drill on concrete, without wearing goggles and heavy This council organized themselves into committee* traffic, fire, and buildings, and then went to work. The rtsettlts were very gloves. That was a very good object lesson. Our fourth count dealing directly with safety is ailed "Teachi..^ of Highway Safe gratifying. First wc `made inspections. They ty." Wc don't just intend to teach skills-- took regular dam time lor this, and compiled we want to try to Improve the attitude of out a list of all the thinjp that should be done on )oung drivers. Tbe aocfdem ratio amoog the campu* to make it safe. teen-agers driving automobiles is very Mgh. For instance, there never had been' any . We devote one quarter to the teaching of fire drills in the dormitories. We boused highway safety. more than i^ou girls in two dormitories. We housed about goo boys In tbe Other two. Some of the stair risen were too low. because at one time part of one building had been an orphan asylum. Also, some stair treads We hare a driving tangs that covets a Goacre field, with a little snore than a onc-mQe center line. We bare paring, gravel, and next summer will have blacktop on some stretches. Wc bare every known czsrb mod hazard there. School and College Sessions except a drunken driver. Someone warned u> know it he could go out and be chat other hazard. We have a lot of hazardous roads in fowa, and they are all represented. tvoy one of our administration and edu. cation counts carries a unit in safety. Some of our professors bare been teaching safety for yon in a small way. So boo* of cmr teachers going out to tends in the elementary schools hare been prepared in some small way. at least, in the teaching of safety. We hope in tbe future that more teachers will take this safety minor. t dent think we should depend too much on the transfer of learning. That was men tioned. here several rime this morning, just became we ore taught ia the classroom bow to be ale domu*t iwm that wc are going to be safe when we play tawbtRjM the sandlet. or when we go downtown shopping, I think we should take oar boys and girls right out on tbe sandlot to teach tbcm and *how them th* luaidt of a stick protruding from the earth, or a steel spike holding one of the bote* down, or the plat* being too high, and wc should show theta where to stand when tbey arc at bat. You can sit in a dUDoeu and tell them.- certainly, but yon must show them in actual practice how to play safely and adventurously. I do think wc mom not dm them down.* We must prepare them u> tire silnmiimuily MR. ABERCROMBIE: The National Edu cation Assodiliou. through its Research Divi des and tbe Hufiml Comwiuiuq on Safety Mrsra/frse. baa reecutfy completed a prelim inary surrey of cziOcge and university activi ties in, or tdmoi to. safety tnbjag. enriromem, and tbe inquiry asked it the in stitution provided a safe enriroment through periodic inspection and maintenance of build ings, grounds and equipment, and thontgh the enforcing of safety regulations on amt about the campus and buildings. The fifth area of inquiry concerned co ordination. Doc* the institution co-ordinate its activities within the institution itself, and between the institution and outside agencies? We scht this questionnaire to more than 350 institutions, of which 37 were teacher . mining institutions. From those 37. we re ceived 3a replica, many of which were vary iacaesdng. Keep in mind, of course, that many of tbe other institutions surveyed, while not teachers colleges in Lbeauelvei. have schools or colleges or departments of educa tion. I woald like to throw out oe suggestion related to tbe item concerned with safe en vironment, as reSccted by this surrey. In the few teacher training colleges, fi replied "we provide a safe enviroment." Fire failed to respond, bat they may not have turned tbe page over aad seen the other side of the ques tionnaire. One (and it was only one of six in the whole survey) reported "No, we do not provide a sfe enviroment," I would like to throw out the suggestion that. a practical measure of giving future teachers practical mining in safely, plans be devised similar to ones that Mr. Wood cock spoke about fee student participation in the inspection of tbe physical plant where the students are spending probahly four yean taking teacher preparatory week. Certainly, wbcti they got to their elementary and second The qnnrio--ah r mad b this survey asked fire things of the prafcfeass of move than *30 imefaodeus. Dess the famfrotSou bare a bureau or Institute carrying on specialized ary schools, they would have some predial knowledge of bow to make an inspection, what type of problems should be included, and would know something of the technic of work in safety training? An example would correcting the deficiencies found in an cst- be tbe Yale Bans of Highway,Tnfik, which special!-- In the field of uafic engineer train- virement. Beyond haring mentioned that survey, f would like to point out two or three general The second thsag fee questionnaire asked w das the institution base a department, division or school efieving either courses safety per se, or counts ia which a major emphasis or a large percentage of units was izations which may bring some reactions. Generally speaking, it might he said that a teacher training institution may undertake safety education first by setting up specific courses in safriy; secondly, through integra related to safety? Tbs third area of inquiry concerned exten sion work. Deo the institution carry oa extension actiridca, soda as ibort round or other types of programs in safety? .The fourth Item Trialed itself to college tion and correlation of safety content when ever there b a, relationship between subject matter of any course and prevention. Aa teachers ot specific subject fields take up tbe teaching of mfecy through Integration and correUrion. there may eventually come 38 35/A National .Sdfct% Congress, 1947 to be far lea need for specific course* io safe an accident--that before an accident three ty as such, ft is frit by a number of people, is no interest in safety afatsdoa? in ocher I believe, that it is quite necessary for top words, you consider the ankle* about acci administrative management in a teacher dents motivating ones? training institution, or any other institution MRS. COCHRANE.' 1 wouldn't ay that of higher learning, to have a dhect interest in there is no idterm before an stdfort; 1 only safety before there will be vary math done say the accident jatouia the facerrac. It in that institution in the way of providing is an awakening to assy people. safety education Cor the indents. MR JEWETT: Then how do we know One way in which interest may be stimu what safety precautions So take? Bow do we lated Is for all of the organizations that are derive oar curriculum in salrsy education? now concerning themselves with safety educa Do we make an accident survey and then tion to work with and Cor the inauguration of tell people bow to avoid .aaknul programs in many snore institutions. That is MRS. COCHRANE: We uae accident far. not an easy thing to do. as a bash for oar arnicahim. There are severe! state departments that MISS. JOSEPHINE TORO (Baltimore. have appointed a specific person to concern Md.): Are we going to stare from the aeddeat hitotdf with afety activities. I think the or are we going to examine, the child in the number of sod) departments is not there community in which be lives and teach the than five. We might stimulate more progrrat child bow to live mfety in that community? on that score. MR. WOODCOCK: That b the angle we I should like to say. in conclusion, that work on. We make a complete study of the all of the organizations, both public and community, for imaonc. our state is pri private, that now are interested in safety education, should realize that progress will be made in safety education pretty much in tine with the progress that is being made with marily agriculture!. Waterloo, Dei Moines Sioux City and Cedar Rapid* are large In dustrial centre*. Three are seven or right such communities. But, primarily, our prob education as a- whole. In other weeds, there lem is farm accidents. I-don't think you on isn't much point in pushing safety education divorce accident fares hoes teaching. You or any other single area of training dear have to know what the problem is, or there out in front. will be no use teaching. You have to he When educators see safety education as realistic part of the total program of education, an integral part of it, they will be more likely to inaugurate safety education. MISS MARY MAY WYMAN (Louisville. Ky.): As one who has read ssrzrr zdccvtion 1 don't think you ever have to sake your Tories gruesome. I don't think we have to know the aoddest facts of the community. DR ROY BRYAN (Western Michigan ' College of education, Ishmiw, Mkfa.): I for more yean than 1 care to admit, 1 hope would like to ask Mr. Woodcock a few qncsMr. Jewett srQI read it regularly and thor tions about these comm fts mh*y education. oughly. He would then absorb the phDoao* . They are elective cuurees for the people phy that safety ft for more and h*tter adventures. MRS- NELLIE COCHRANE (Chicago Teacher* College): I would like 'to comment on the morbidity of some articles. I don't in the tracker training course? MR WOODCOCK: That* right. We hoot on two. majors and two minors, preferably three minor*, to graduate. They cub tku to take a safety minor, I named the lour aena.- think we seed worry about morbidity affect ing children tremendously nowadays. The comic books which they read ate fall of tbey give three been' credit each. Thar totals only twdve. The ocher *5 hours are psychol ogy,. audio-Thoal education, two fntiil morbid and horrible episodes. courses, and bade skQtft. I also would like to point out that it 1 DR BRYAN: These courses are not do* is the disasters which .occur that lead us to ' signed specifically, for example, to qualify the awakening ot a need for safety education. a teacher to go oat and teach drives train After a fire, after any major disaster, everypoe ing in high schools? ' is immediately interested in addent preven MR. WOODCOCK: The mum In teach tion. _____ ing of highway safety is the preparatory MR. JEWETT: Then you would say that a course for that. safety education program has its loapdoa la DR BRYAN: Any student can tied any School and College Sessions 39 ooe course, or they can take the serira for a minor? UR WOODCOCK: That's correct. DR BRYAN: What percentage of the stu vexrity of Pennsylvania and Temple univers ity, as part of our work in implementing teacher training, whether they had bad fire drills. Those are two great tmirenirics, and dents in the school, roughly, arc electing those MR WOODCOCK: I ant tell exactly the they frankly said "No". The average teacher who com to teach the first or seoood year trie* to establish an mxmbcr who signed up for the safety minor, t ran only my that our enrollment in my ojuimi Ins doubled each quarter of the hat four quarters. 1 started out with five emasculated course that be had in college, at the grade level in which be to teaching. That doesn't work. We can talk all we wish about mfety cotadournem'and factual infer- students In the fan quarter ot 1948- Tbit matioo. but until wc impel action we do is quite gratifying. All my four courses are not get a safety conscience. open only to Jnnioc* aad seniors, but at the The teacher*, by and large, know very little present time 1 have las than 5 pa cent ot about fifcturfos methods in the cSawnxna. the coca) mmtinmi We bare only ooe Teachers are adept at question* and answers, teachers* Institution in (be state of lows, but that isn't the heart of a real discussion instead of five; mx or seven as some ocher method. states have. We have a total enrollment of 1 have a feeling that when the load of t3$o this quarter. DR BRYAN: Sometimes wc offer a course and it looks good on papa, but only a subject matter geu heavier and heavier and heavier, the colleges have got to do some thinking. Dan Spalding give a marvelous small cumber take it. talk today rotating this thing to the lives MR WOODCOCK: Wc certainly dent of people. Yet we sit in colleges and talk want to slight the few in iqai of subject and coarse*, when We have so many tothat in the field who the total to an integrated process. are demanding even a little training) We DR. T. WARRINGTON (Safety Co-ordin ofltr no graduate work in mfety. Ptiodpik, ator. Harper School, Chicago. UL): X wane to septirxntesdeeu, high school and elementary call attention to the necessity for integrating tncfatn cotee back and pay their fees for no safety at all kinds of teaching, not just with credit courses, because they fed they must small cfafibo. I taogbt in the donretaxy do tone trod in satiety. grades in Alabama. 1 was bore and raised on MR D. WILLARD ZAHN (Chairman, a plantation aad m knew something about Committee on Safety Education, Ptnladel- the dattgoa of that kind of life. My expertptit (H^ fublk Schools): I think teacher cncc there ws* that evetyoue wanted to do training institutions need to mnittm nwWhoda ot handling uomse* of all kinds. Wbea 1 got to college, 1 was director in The subject matter load aad the cocapetition the athletic field, and my problems with between elements of mbject matter Is getting tom from tg to *5 yean ot age was that they terrific. In addition to befog Chairman of the Covb!bm on Safety WAmwfa oi the Fbih- wanted to do the most dangerous things, I literally bad re fight to keep the fellows from doing the things chat could easily ddphla pabtic schools. I am a district super break their necks. One man, just to give you intendent. It a pert of my job to watch the an illustration, because be saw me doing the growth of new tndxw and co cry to evaluate cutoflfe on the flying ring* so apparently aad measure It. "I me tachert touting to easily, said, "Oh, 1 can do that!" Me under weft prepared in subject matter but prepared took to do the hardest ooe there was ou the barfly at all in safety. Certainly the coQego and the schedule. If I hadn't been standing where 1 could step right under eod let bis mining institutions have done nothing to feet corae down instead of hto head, be the way of ^providing safe envirement, no would bare broken his neck. inmcr what they put ou papa, except that The print X am trying to make to that all which the maintenance authorities have done. Aan-dilldien, young people and adults-- We axe Ml college people here. Bow many need general safety education. of yon ever beard of a me drill in a cnPtge? MR JEWETT: Dr. Mefiwaln. I would tike Yen see. there are four or five out of a to add (and 1 taQj agree) chat one thing group of perhaps fifty. We asked the tW- that to needed to a conception of the problems 40 35th National Safety Congress, 9947 which an individual faces at the various levels of hu development. A child docs not face the same patfelcnw * an adult, in many ato. dosng--provide area ednetriem far the older teadnot. They arc dm getting any type of safety training. Modem machinery aad You really haw to being all of your resources modern ways of doing thing* make It rather to bear on the general problem of safety <nnt to keep op with modern safety dc education. D*_ FARRINGTON: I mam to add thai when the higher levek started their pro vices. la aty thesis l made a my of Ohio, o( all the machine took mod in vocational grams of safety education, the students said schools, and vet up 34 ends to teach the use "Oh. t can tdc care of myself!" But they of those wvrhipm- I think thh ought to be had xddatal done in ocher Selds of isfBij. MIL WOODCOCK: In other words, don't DR. McSWAfN: I shall not attempt to \ou think we should more or km stress summarise. I mnuuber erne of nty gteat the economic aide of safety in connection ' tesehn said that anyone who cried to sum with accidents? Let's not be gruesome about marise a pane) for those who participated it. of (Done. As you say. we arc all adventure did not have too great ugwi for the listen some. People like to drive as fast as they can ers who participated. We tike to fiy. Thai is ooe of the reasons we There are several thi^ that stand out. won the k two wan, because we have ad Teaches} coilcgw have a TopaJMlty to venture In oar blood. We mast not curtail help teachers bdp echen to live better in an that at all. But renfrollerf adventure is what indusreialhcd society. we aaam have. It seems to ok that safety should not be MtSLWYMAN: As a supervisor in a city either a course approach nor no coume ap MSOS. long interested in safety education proach. but the proper halancing of the two. and charged with the responsibility for R. I am thrilled to bear of a school like Iowa Vale hiving a program of that kind. I wish see could get some of your people to reach out our way, If we os interpret safety adoption at soda! capons!bflity in living in thh indnwriatiaed culture. then safety hrtwiam a vial part of general education, and every fnsmtetor in every Refd is responsible for raaphauaiag it, MR. WOODCOCK: 1 should not leave out in the area of spedalhatioe. people who our good colleague, Iowa State college. Dr. are going to become teachers of alky edu lautr smt here to defend himself, so I'd betict pot in a word foe him. Iowa State college at Ames offers a minor la nfety, not primar* cation would profit a great deal from the program we have hard this morning. Let us be careful that we do not stotoA what ilv for teachers. It (cubes a great deal of may happen to the pcopte in the field when indunrial safety. When we get enough teach we get too many teacher* of sped*] pbjtth ers trained to take care of the Iowa school* The classroom teacher may my: we will be glad to send them to you. Mbs "Here is Mr. Brown who safety Wvman. education, so 1 don't have to bother about MR. G. E. SANDERSON /Director of bJe ufety education, ills hk rraporwfbOity.** tv Education. State Dept of Education. Aus This summer I had an interesting expert- tin, Team): An these eadenu of yours going me* with a group of caty men. vers ceasci- to other ebook as safety co-octtftnton, nr entious, who thought their moral contribu "fling into the rlsssnir.ins'i* tion. to the conuauniry wm to rabe a certain MR. WOODCOCK: Every one so far has turn of money to employ an additional tone hack to Che dunam. In oar Saturday school staff member whose }ob it would he .bon count* I have three superintendent* lo'dlrect religious education. and four or five principal*. These will pro- 1 did everything I coold to help them liabiv be soposhing. change their point of view, to prevent them MR. H. R. GRAUAN (Dayton, Ohio): from putting that across. Not that t am What can be done with alreay in opposed la religious education but in thh ihe service? 1 jw finished my Mnto^ de day of high specialisation, we can bring too gree at Qncioaari, bat I have yet lo take much specialization to the damroom. That mv Snt touire in safety. 1 wrote. Wy tberis leads to disintegration. in safety education. We cannot any longer recognise that gen Tcacho- mining imrinirings dssU do uine learning meats by homing or reading the tame thing as vocation! ulsmluy is books or sitting. Getting people out and School and College Sessions 41 artiripadng ander guidance win develop acre getmint ksitisg. W* have now moved it of an area of maknattc psychology nto as area of organistic psyebetegy. Bow assch mote Important is teacher sb- atkm.sa a function of all univenitWa and dl coUrgta? I personally name the word raining". I dMl think It has may place In adaption. It imptim a kind of education that we have hog outlived. We have pi to ienlop kU-aharinn aivd a fcdicg of self- of social living la this industrial age. 1 have asked myself this question, and 1 share It with you, although k any not relate to the problem at hand this morning: What it `colour? It is lay view that many people use culture as an escape from their social respootibfliric*.. They can recite the daisies, and they on regurgitate the words of the great masters, but when it comm to an awareness of the social jjtcrii and raponribiUtks and oonditiont in their own coauuuaity, there is quite an absesca of practical culture. We in the iiisrfinftnm of fcighw learning tfual doing. 2 think tik committee could do a great cal in hriping college people, admlnkoaon and mwuhrra of the staff, face the quoirn of what iwMob needs to be made b> z program of nvltogr and uhenity adw* '-if you wish to all them that--bare got to bdp oondva see that in an Industrial age wc have got to have more practical culture. I do not mm to eliminate thoe others by any qqbi, .but 1 mean wc esnnoe leave tome of them other things u> the community ---* **- iwi i itniVntt ia0v 42 35th Motional Safety Congress, 1947 WEDNESDAY MORNING SESSION October 8, 1347 Group Meeting on Driver Education and Training Fronting: Goosom C. Cuiuh, Supervisor. Safety Education Dcpu Detroit Public School*; OtiinMB, Nitioml Brim Eduotioa ud Training Committee, NJ.C. What the 1947 Water Driving Torts Show (Suxxunary ol a Talk) By RALPH A. MOYER Research Profoesor of Highway Engineering, Iowa State College rmrl Qirrimmn. Committee on Winter Driving Hazards, National Safety Council i. Motor vehicle death rates as related to motor vehicle travel are higher in the winter in all sections ol the country. Winter death mes are treat x| to 53 per cent higher than summer rates in the northern hall ol the country, and from 5 w jj per cent higher in the southern half. The two major factors pro* dudng these higher winter accident rates are inadequate traction and reduced visibility^ a. Inadequate traction on road surfaces is primarily due to snow and ice and, to a lesser extent, to weuioa, particularly on certain typa ol pavement. Combined with faulty driving practices, poor traction generally re sults in skidding, a circumstance frequently reported as a factor contributing to motor x chide accidents. ly wide variation io performance with bare j. Reduced visibility in winter driving generally involves one or more ol three dfoimstanca: longer hours of darkness; lowered visibility at times of snow or sleet storms, fop, mists, etc; and obstruction to driver vision from host, ice or snow-covered windshields, snow hanks, etc The most striking fact revealed by the Committee's test projects* was the surprising* tirm on smooth iac. Braking distances on smooth kc range from a low average of 110 feet to a high atenge ol *50 feet, depending upon the see condition, and to a lean ex tent, the type of vrfude. Acceleration and performance cm cams likewise varies, bat to a somewhat loser degree. The extrema variability and unpredictability ol the surface condition preiost the teal hazard of ice and snow to the smiy driver. . During the winter * special em phasis should be given to winter driving problems in the fields of driver education, highway maintenance, accident analysis, en gineering improvements, rood condition re porting, and traffic law enforcement. Full cooperation should exist between those re sponsible for rood maintenance and those responsible for tnfic safety. 6. Drivers must appreciate hazards pf winter driving and understand ways of sur mounting them if they are to avoid trouble on the highway. Thro, a brad educational program should be conducted by those re sponsible for traffic safety. Drivers should know thau a. lee and snow increases braking distances from $ to is times that required on dry pavements. "Wet" ice, most frequently encountered after (rating rain or sleet storms, is twice as slippery as "dry" ice encountered at low temperatures. Brak ing distanca on glare ice (or can and trucks equipped with natural rubber tires are to to go per cent tos than with synthetic tires. Glare road ice and the smooth ice of a frozen lake gfro on- parable braking distances. Trucks gen erally skid farther on ice than paarengcr can. b. Speeds must be materially reduced 00 slippery pavements to avoid dangerous skidding. Speeds should be in the nor mal driving range of other traffic and pairing kept to a minimum. The rraxxn- mended safe speed on glare ice for cars and trucks with bore tires is in the range of 15 to ao TMpfc School and College Sessions 43 c. The rules for safe driving under adverse rood aad wdather conditions arc funda mentally: Get the "feel" of the rood; adjust speeds to conditions: slow down wdl in advance of intersections aad curves; use tire chains on ice and snow; keep windshield and windows dear of snow, ice, fog and trow; follow other vehicles at safe distances; signal inten tions of turning or stopping; and apply brako with a gentle pumping action. out of the skid. 9. Highway departments should strive for "bore pavement maintenance" during the winter season. This ran usually be accom plished by prompt and complete snow re moval, expedited by the direct application of chlorides without abrarivo. Where it is not economically feasible to remove the ice or to prevent Id formation, the spreading of abrasives treated with sodium or calcium chloride is recommended. Tests have shown that a very rapid and bard pumping action win produce con siderably shorter stops, but it is doubt ful if the average driver can employ this technique to advantage. 10. The spreading of treated abrasives on snowy and icy roads makes driving safer. Braking and acceleration performance is from jo to 65 per cent better than on bare ice. With untreated abrarzves performance is from 10 to 5$ per cat better than on bore 7. During (an and winter months, public ice. depending on density of spread. Boris and safety organizations should aho 11. Traffic engisem and accident analysts ire special emphasis in public information rograms to the hazards of driving and walkij during the hours of dusk, darfcnm and should continually check the record* of acci dents occurring during the winter month* to identify and correct read locations which are t other times of reduced visibility. especially prone to accidents when the surface A. The use of tire chains is the most 1Tactical means of self-help for increasing radioes on snowy and icy roads. When suds cods are not treated with abrasives, chains ire a practical necessity for providing traction or passenger cars and trucks- Tire chains ledacc passenger or braking distances on ice ud snow around 40 to 50 per cent; truck Waking distances about do to 70 per cent. They provide fairly uniform traction on dry knd wet ke. On icy corves, however, speeds with chains on the rear wheels only should be no higher than without, because chains 00 the rear wheels only do not provide the nec- esrazy steering control required on curvs. u"w- fo the event of skid, chains on is slippery or vmbOity poor. 1*. State highway departments should develop effective spun of winter rood con diiioo reporting, so that driven will be sufficiently warned of storm and rood con ditions. This information should be made readily available through all publicity media, and should he accurate and dependable. Safety instruafom dealing with rad or weather conditions should be combined with the reports. i}. Police should cooperate in this program by promptly reporting rad conditions and by warning motorists of the seed for using J-- <4ia(na when traversing sections which are 41 35tk National Sn/ety Congress, 11947 The Detection and Treatment at Potential Accident Molten By H. M. JOHNSON IVcIiiiy of Peyrfaoiogy. Tukme IfaleiUy Id aider to tint itahtaK-ptmt dtitm manfully one sum fin identify theta, la order to identify them oae most 6nt deto- mine whether the group of openloo that we deal with contains anny accident-prone indJitdtoh or not Some groups do; some groups do not. There is a way o! teOiag. It is not pexfsaJy simple, bat is k im practicably bard to apply. But unless oae ap plies it. then one don nee know much about the nature el the problem that he proposm to wire. But to apply the procedure it is Dec enary * aeodesus be adequately dtacfinl and that stf the dambed be re corded and taken into account. I tball sketch this procedure briefiy. In a pm unplc-popotuion one has N operators and they coOeoircly base n mai dena. The mvosge a of accidents per opyatce is obviously n/N. If all the members of the group are equally Cable to accident, then the n aeddmu would be distributed snout the N opoaun amorrfrng to a veil known law of Usiat which is named after its locumlator. Puiwmi, and thus as calWrf Msonk law. You can find its famnla in any good textbook on ilptn srritten for kutea (or students in good preparatory schools. You csn find it aim in any really pad k- trodoetkm to staiistks. ssck a* Yok and Kendall. Therefore, we dsbnatc on k hoc. We may retd. * at ihit taw tefts m bow aeefidcuts would be distributed if they Ad net nqial the idttttifif* of the mdftidwl opmiiMi and the posonal certainty, then there is cm problem of the detection of acrideat-prono driven. They can not, in them diiMsnacu. be or identified; therefore, there h no way of de ciding upon special modes of treament--as be Tc-cdncation. dkripline. tmtft. spodal pahlssait. or the like--that axe espetiaffv appropriate to that Za brief, under three conditions, we would hare do Identifiable dam of opentoo who were especially acci- deut-pvone; and. therefore, no special treat ment that would be appropriate to this dais of cpiuwy. Our findarn would mtber fcf- low the principle of finding nrsiawiai util retire, duriplmsty, or the a*-thu we ought to apply kdktbdaudy. Rfeme do not mfocako me in mpfnting that tbh kind ef treatment My m te retu- able. In factories. sm may find k wchl to require an opesators to tup their aides cVan; to m alt the safety pdpB that bare font inks of operation. Thk may be food pnetkie on the highway, too. 1st if oar operators crestshn some chat are : yraat or moch km peons to aco- deoi, then otbm aig then them uniform rales do not rfmi; gply. Hence the qms- csiijneitharfly arty o be swMm-fw^ tana one m ba crock] in dcaacmhdng wtec wv nsa fo, wbm wo rosy daw and what we mmt do, in order a* act mtfsTTy and is that is bgfcnfiy dcfcMfofe. To flimmc the principles foe wo am leas the repose of S * 7^*7 a School mod College Sessions 45 TABLE XL--ACCIDENTS OF OPERATORS OF ELECTRIC RAILWAY CARS AND MOTOR BUSSES FOR THE BOSTON ELEVATED SYSTEM, 19*7 (Actual and expected distribution of ootov vehicle accidents of operators employed continu ously throughout the yyar, as icportcd to employer, regardless of personal or property damage) Accidents fier operator during experience Operators hawing these accidents Accidents earning to these operators Number Number Number Number Actual . Expected Difference Actual Expected Different* ----------------------------------------- **7 ------------------------------------------ pi -------------------------------------------- 5S9 .... 4$> --- *S -------------------------------------------- M5 --------------------------------------------- 99 as ----------------------------------------------It tot 3*5 49S 5*4 *5 *3* 59 n n it 7 "5 -*44 -107 -3* *7 *3 0 sd **SB *474 IPS* 725 534 Son 3 0 3*5 9 * ifet lAGO 78S 4*3 * 0 at *5* "57* -595 ~9* >H * Total (&-S}~ *7 s *4 *4 7 *4 *3 s H S a . Total <9>1S^ Total_____... ______ 9fi --------.joU Ifi iS IASS 7*97 103 7>t7 This cahlliit is cbancteristic of an tknt 1' the smrey. Jrcond. k contaim an cum of ham scat except one. I suspect the integrity opcnlocs whom accident rata greatly exceed of *> can. 1 do not better* that those who the iKnfe eg* of opoaton whose toidat cempfkd it were intentionally ilhfinuisr; but rate anriirt S acodenu each, but more *- there h Internal evidence that the nopliag peeially of operators whose irriihnt rates ex was madequudy And, insimoth as ceeded t accidents per operator. tte statistical wort was done by posons who If wc apply the wriMunirn "Chi-squared" probably amid sot uodexstaod the remits, am ef goodfwm of fit of (tie actual diitribu- ml immnach as the work received only cas don so tire dhtribnriow that MmsY hw ual mperriaon from experts, whose interim would allow, we find a probability equal to in the procedure appean to have been ami, . 10-JtiT ht the discrepancies between the I 11 wglj upset that two ednm were m- iiiihingwl' namely, the column wbkh expeomd the actual number of-operators in two would occur merely by cbaoce-U.. as an accident of the in which two nxnples woo drawn by the same sampling method ad ->Mfw dais, and the column wbkh ex- from the same potent population: the fine porood the taigpoadfag theoretical num- by iiios. the second by calculation from fimv Thh ilktrltuhm. like all ethos that 1 do am ampmt, shows time cfaaracuxkticK fiat, Robson's law. Coraider now the huge excem over what Raisaon's law allows ns of opesators who had k OUMS an imrin mnnberof iodtrid- more *-- right accidents each--thee are 9# mfo ris hare gone mritieni free or almost of them who* duo* allows only to. Thus aatidma kn fouiag the period (UM(d by M of Arne operators were probably itridcM 46 35th National Safety Congress, 1947 prone while io of (hem were merely unlucky. If we should treat (has as if Chey were all accident-prone, we would property dully about nine-tenths of them. If, like a prospec tive employer, we have no obligation to the ten, we might proceed with a dear comdenceu But if we were fn the role of an officer of the state, this procedure would not do very weL What, however. ?*** 86 actidcnt-prooc operators what they are? Obviously, some thing that operates systematically. But is this something intrinsic to the operator as a psychological person, or is it extrinsic to him. hut asotiated with the nature of bn duties? Fur example, docs the distribution of hmi of operation, with coreespoodiDg dif ferences in traffic conditions, differ between this subcla and the others? These questions should be settled before we begin to work on intrinsic personal characteristics. I shall pre sently indicate why this it so. but &rM let m see what our duty would be if ?wms% law had (it the data within a tolerable sups n[ uncertainty. In that aae we could not say that the sample population contained any individuals u ho were more liable or less liable to acci dent than the average, notwithstanding that some had an accident rate that differed con siderably from the average. We, therefore, would need to treat them all alike: use the same safety devices, the same safety prac tices, etc., u the others. Suppose we should give spedal lectures, spcdal demonstrations, special warnings, spedal scoldings, to opera tors who required no spedal treatment; it u quite conceivable that we might do souk harm. One is reminded of a country boy who has a good voice but who goes to a singing master. The master requires ht to sing "A-a-a-ahr The boy sings it on key, with good vocalization and good breath control. The teacher tells him that the effect was pretty good, but that he didn't produce the *ound in the right way. He should bare opened his mouth exactly three-quarters of an inch and held it so; and be should have spread out his lips to make a wider opening; and put the tip of his tongue a quarter of an inch back of the roots of his Itnrer -front teeth. Now he commands the boy to sing "A-a-a-ah!" according to directions. Is It not possible that the boy might not dug as well as he sang before? Indeed it is not possible that many teachers have spoiled many voices by requiring the students to produce their tones in "the owe be* way?" So it may be. If an already safe driver is required to undo his habits that, except lor dance, are ade quate, in order to Cults a set of new quo, Now In us return to there g$ operatoes In Stocombc and Rrafceman's sample. Wc know that to of them are probably unlucky and that the other 96 are more or Sob chronic offenders. How tell the to from the 96? It is not easy to do. Indeed. Dr. Cobb has shown that there is a limit of selective power which the best of all conceivable tests tan attain. Moreover, be has shown a way in which this limit can be Hwisimi!, in about so minutes, if one has at hand the distribu tion of accidents per operator. In the sample which we have been da> casting, the best of all pemlble tew*--and by pomible 1 mean logically pooibl*--would yield a- generalized rewfficiijU of correlation of about oJe with icddot rate TUs means that'about 64 pm cent of the total variance would be assumed for, and about 40 per cent of the standard error of estimation. But this is unusually high; in many other in stances, we should consider ourselves lucky if our tests gave a generalized axffdent of correlation with accident rate as high as It04$. Such a toe or battery of ion would eliminate about so per* cent of the variance and about 11 per cent of the standaid error of estimation that would accompany a shrewd gums from the avenge. Attempts have been made, of course, to discover spedal weaknesses In the personal makeup or the personal habits of operaton wbose accident rata are high, and to corre late these weaknesses with the kinds of acci dents that tboe operators favored. One then tcasous that the accidents that are.considered arise boa there spedal weaknesses. One then tries to re-cducate the operators. Followup studies, carried through a Sew months,there after. make the effects of the re-cducariou look almost miraculous until cue notices that similarly mi/acsloos changes occur in the records of high accident operators who vat not specially treated. i The intopretatioo which some experts hare pot opes tboe re sults of retraining is invalidated (i) by in adequate sampling and, as if that wore not enough- <*) by the' awe of logical fallacy known as affrming the coraequoiL What, then, shall we do with this whole group of 96 multiple-accident operators, if w* have to treat them all alike? Two proce dures commend themselves. 'fhe fine proce School and College Sessions 47 dure is to do nothing, 'the second procedure is to eliminate,, or die try to reeducate, all of then. If we should do nothing the results might surprise us. This group of operators during the present year has avenged 10038/96 * 10I accidents each, while the remainder of the group has avenged 6199/1x04 "1.79 ac-, ridents each; ao the accident rate within the suspected group is iaS/t.79 34)6 times as put as for the rest of the whole sample. Thus they are about as much worse than the rot of the population as they are likely to become; if they should change at all. the only way in which they are likely to change is for the better. Experience has shown that there Is a low corraatioo, although positive and very re liable--between the accident rates of the same group of operators in two different epochs. Let us be conservative and suppose that the numerical value of the coefficient of conelacion U near o-j. It ran be easily shown ^al though wc do not have the time to prove it now), that in the present instance the 96 operators who this year accumulated 1,038 accidents will mow probably accumulate neu year, not 1/138 accidents but 529. Thus the apparent saving in this subgroup will be 1038 -- 5*9-- 509 acrifients, or 49 per cent, *nd this apparent raving will have resulted by toMO of our having done nothing, or by leaving well enough alone. Of course, in the swan time, the better groups of operators will have grown worse, since they cannot well change for the better. Particularly, the op erators. who this year went accident free, outnot poofbfy have changed except for the vocse. The apparent improvement among the wont operators may quite likely be offset by t?w spontaneous deterioration in the behavior of the best. There are two ways of doing <whtwg. One way requires os to make no motions at all. The other way require us to do plenty of bustwork, that has no effect la one direction nor yet ta the other. The net result of the two methods it the same, although doing boxywmfc looks better than tilting idle. let ns now g*"* that folotring a course of re-cdacathn treatment of the 96 bad acton, wo ted that their rate for next year should bursas equal to the avoage rate for the whole group: namely, y-isg arridmta per operator. Their total number of actidenu would, therefore, become 96x3.1x9, or goo accidents Instead of 1,038. This gives an ap parent saving of 738 addents. But if, as we have seen, we should have saved 509 acci dents by'actually or virtually doing nothing, then the maximum saving that we could ascribe to the treatment is 738 -- 309 * sag accidents. This saving ts about aa per cent of the 1,038 actidenu that accrued to the group ri> year, and about 3k per cent of the 7,197 actidenu that accrued to the whole sample. The oct gain may took small; never theless it is not to be uvntJ at. U the net gain could be carried out on a national scale it would correspond to mving about 1,000 lives a par. But thb Is not nearly as spectacular a saving as has been told in some oirade stories as related in some popular magazine*. Front what we hare said it should have been dear that jast as there is a tendency (or the drives who are best in one epoch to drive more poorly in another, so there is a trndoicy for the drives who drive wont in one epoch to drive better In another. This tendency is called by some "regression toward mediocrity;" by others, "centripetal drift." It is always present, but it never becomes complete. Thus, although tboe bad driven, even if they arc left untreated, wilt show up better in the next epoch or in the last epoch than in this, nevertheless they will not regress quite to the avenge; and like wise, the st7 driven who went accident free in h* epoch will show up worse in next epoch or in the hot epoch than in this, nevertheless, they will not regress quite to the avenge. They will always show up better chau the average; as the others srill show up worse than the average--provided, of course, that present trends cootinoc. Attempts have been made to solve the problem by examining multiple-added op erators for spedal weaknessa; and, it tboe weaknesses are found, by giving training; or applying special training, or applying spedal remedial measures. The remits as reported thus for are for the most part invalid; first, because the censuses included only the dam of tod acton, whereas they have to include all operator*--th* best, the mediocre and the wont. They are invalid, second, because even now, In the treatment of individuals as yr*, we should hare to proems! without an experience table. If one limits omI con sideration to dramatic instance* alone, aoe not only commits a logical fallacy known as a[grilling the eonsequoit--which ought never 48 35th National Safety Congress, 1947 to be rnmmitted la a public plac*--one may abo be practically misfed, The final repent of P. W. Cobb to the High way Research Board and the Bureau of Public Roads destroyed tbe bans far advice that bad bccu thitherto offered, baaed oe tbe presupposition that specific wobxaei in tbe operator are associated with preferences for corresponding types of accidents. These hy potheses were definitely fakrified; 1. That tbe tests enable one to select fit* dMduels whose general accident rates vary widely and reliably. t. That over a long period tbe licensing authorities might do well to treat tbe oper ator* selectively, according to the patterns of their scores in (be tots. 3. That the personal wtaknewe* dbdoscri by Lance's tests or DcSffva's areeontfstod significantly and usefuly with piUnoMe far one type of aeddest over another, to par ticular. $. Sensitivity to glare, as defined by either of thus letting procedures, k not significantly or oscfnTly mnriitfH with pertocpce tor nijbt accidents over daytime accidents. ga Defective color vision is not signific antly or usefully Mandated with prepond erance of accidents at signal-protected crossings. 3.3 Neither Lauerl nor Ddiln's um of ability to judge dfatxnrrs are ---- with preponderance of head-against-rear acidcuts over other types. 5-4 locqality of tUra is the tvs eyes as determined try either of these teas Is not amodated with a peupuuhy toward bead-agaim-vear acridcnf*. 5-5 The rime required far liiajilr re actions to an aadtey rrl--lui is dm asso ciated with a prnpensiry toward bead* against-rear acridrnr* or pawing acddtnsi }< The variability of those reactions is significantly bat not -- fnTly sssorlsml with badjgiia-nir or pnriag yofTMcn, 3-7 The subjects* scores on the Barren! "vigilance-test" (mnsory baking a symbolic vehicle) are not significantly awousted with a propensity to head-against-rear or pairing eolUitrm* 3-t The subjects* scores on the Harvard "vigtiaoce-ust" {braking combined with steering a symbolic ve-hkic) ace not sig nificantly aworiated with a propensity so head-agsOnst-ttar or pawing cofUsfaw. Tbe tests which we bare been discardng arc those which Laoer or DcShn bod de signed and were otplofdag at the time. They were administered by stall tbot the anthors tbctneelres bad trained and kept wads their immediate supervuion. Tbe rmilts is scvcsal of the tests, though not statistically reliable, ran ccrnnrre ao the author*' prediction and entnter so tbe Inter pretation upon which their advice to the drivers was based. Concerning treatment of operatow who arc supposed to be accident pnoc, It looks to ax as if wc oced to make a fresh start- Rat, the opcraiot* of large Beets should adopt aiesydevices and safety rules of operation and ap ply than to all driven alike. .Second, these untilijm risnoid ore princi ple* of refaction that have already boa valid ated for dum of operator* (though art fee individuals), before they hire their bdp. Em tbe tests that were analysed ta Gobbi study could be usefully employed in setting up ac tuarial tables, although better tests coold probably be derduped ntbre qnfafcly for this purpose. Of course; all this is bride in those times when the labor "~*** forbids selection. Third, wc should not ctpetl any nfasdn from specific treatment of xurirridnab derived from auk rests as there or otbra det we are at all Ukdf to develop. Whenever this cann ery decides to minimise highway aaUtWi ft can do U. Bat b mast accept as a oafidoa (1) such training prior to Parson and (1) such regulation of tnfic as would ooeapsac in stringency with chat which is sngnfawfi in water and aerial navigation. Hme vta hope for remhitkmy improvranesri faeaa are- drastic measures mtgfa hgii their arif-ndd- catton by reading the repost et L W,, James presented before the wreA meeting of tbe Higlnmy Xaordi Bared. inuooum School and College Sessions 49 36l-_________ niw fa Clivers' "stfaka.** ftyrlit. Isg, 29J9, , I74-C7S. S. JOHNSON. R. H. sad COB^ P. W. Tin faiesaflwsl valac sf "driven rium." Psycboi. Bah, tree, 5. 75S-74*. 431 JQHXSOfc, R. K. Tfa c Mt k ifritpl jrm Mm 2Payefat. Ball, 1941, , OMU las sets ' * Mil COUIGENDA yarn fas- Par "tomtit** pet 1c- pn --4027 Par --ej* pc --0.024 fir Utyn JK2 *4|Oh Jr -017 met tut Far 0.2* p O.Olt V. 494, last line: tor 0.*4 pet Q.79 9. 10, *sr. 1, Use 3 (ndw radial); Tot v pot t* 10. SLOCO10B, C. S. Bafxtion 11 aafcnmfctk tondns fa im et ji}hli|lnl kfa J, See. Ash min *, Asgoa, IMS, 17. U.-SLOCOMBE, CS.id BRAKEKAN, E. E. PsTtiaolorifal teats sad aaxkm-praaam*. Brit. J. Frn*i^ SR 21, 29-33. 12. YULE, a U. and KENDALL, If. O. An fa tcuJ.xriix is the limy f Hfierias (11th BA) Lasdm: Griflfa. 1917. Hot* Driver Clinics Any Traffic Sofoff Value? (Panal DSficuBBioa) Discuxticm Leader--EAhL S. Amain, Re search Zug^ Traffic Engineering I: Safety DepL, American Automobile Assn. PartidpmmlK J. S, Bung Dir. of kaenefa, Nouhvotoa University TnBc Institute; Easraao J. Emmo, Dir., Automotive Safety, Armour I Go. jf. E. Eruo, Prof. It Head of tbe Psychology Dept. Iowa State Goifege. MUON D. Emm, Ant. Dir., Center for Safety Education, New York University. A. R- Lrirs, Prof, Dept, of Psychology, Iowa Sore College. Am E Nermutr, Aiteletostiic Head. In stitute of Public Safety, The Pennryl- rauia State GoU^er Consultant on Rod Training, American Automobile Asm. CHAIRMAN ALLGAIER; I will try to ask a few questions of tite pend and tbtw I wenld like to throw tbe dboanon opoi to the enure audience. "Have DriTtr Any Trafec Safety Value?" There are apparently all kinds of defini tions; aO kinds of dinks, to in ordn to steer our thinking I will ask Milton D. Xxamcr if he will teQ ns what be considers, far ptiiposos of this diKuaioo, a traffic safety dinic MR. KRAMER: This is one of those nqoldjy-as-posdbie answers, Iirl We do not consider a dink to be a room into whkh someone has hastily thrown some driver tot ing device*, of questionable validity and relia bility, which are administered by a person not famOnr with tbeir operation. We rather envision, speaking generally, a program which indudes tbe use of txsdx^ dcvico as one of tbe items of tbe program. Tbe dinic would include interviews: review past history-working experience and driving experience; a general meriiral examination; a knowledge test; a determination of attitude, to tbe degree which present device make that determination poseibk; a road skDl test; and the ik of tcffthi testing deviate, not oaJy far whatever limited salsa they may give in screening driver potential abUltim and limi tation*. but *bs far their eduratiooal value and tbeir xaloo m alerting tbe driver to certain limitation* which be and other driven possess when on the highway*. CHAIRMAN ALLGAIER.* Professor Niyban, do you have anything to add) MR- NEYHART: I think Mr. Kramer has given us a very dw-ou explanation of what tbe mnahm of tbe panel think we should fadndc in a driver dinic. CHAIRMAN ALLGAIER: Before we go into too ranch detail. Dr. Johnson has made several irrmifa that any have yon a little confused. Perhaps yon think, our efiom in research are Iwpsims. wc ought to give up. 1 would like to call on Dr. Lxuev to g{v a few reason* why we tare so much difficulty in sorting out these 95 Irinkas." DR- LAUER: Mr. Aligricr, since my week was mentioned by Dr. Johnson, I will admit I bare been guilty of doing some research in the field, and I think I should explain to so 35th National Safety Congress, 1947 you tome remark* that Dr. Johnson may not ha*e made dear. Our study in Connecticut wit done through the Public Roads Administration. I was glad to co-opreatc in this study tor a number of reason*. II we had been interested in selling some kind of gadget, we probably wouldn't have gone into the study, because I'already bad nude two very elaborate studio* covering the entire county, which indicated that one could not pick acodent'prooe individual*. So what Dr. Johnson has told you was perfectly tident to toe when 1 went u> Connecticut to help with this study. But there are two or three points la Dr, Johnson's remarks, that 1 would like to all to your attention. One of the seasons why it is impossible to pick acddent-prone driven is the change that taka {dan In Individual* with any passage of time. In the Connecticut study we went back in the records to the early lyto't, whereas ottr dink: was held la the late yo's. We also mterriewed individual* who had had five or six out-of-state accidents, for which 1 have the records, but which were not Ttoorded in the state. Abo sent of these interviewed had not reported all of tbrir noddents in the stale. Of count. Dr. Johnson mentioned that as ooe of the ffeiatr factor*. Too, there was no consideration given to the reliability of the data on night leridcnrs. It is axiomatic that one's tsadadSB M? tto more significant than the reliability of one's data. I don't believe any one on make a prediction with ttfcence to any one indi vidual. Further studies need to be node. We haven't yet the final answer to hew to seg regate good drivers Cram bad driven. 1 beBcve the only way to hope to get the answer to our problem will he to catch year fifkte cues right on the spot, by man* of accident squads similar to homicide squads; dam take the driven involved into the'dime and check them. CHAIRMAN ALLGAIER: Beforeany more questions, are there any cumawnw any maher of the panel would like to make on Dr. Johnson's talk this morning? MR. KRAMER: As T hard it. Dr. Johnson pointed out the very definite limitation* 'of various form* of toting devices and toting procedures. We cannot belicye.that aeddepts are purely matters of chance. Isn't it true (hat one person, equipped with cm*in traits and characteristics, can turn what mlgfct have been an accident imo t accident? Further, we would like to know much mote about accident cause*. Official record* show a man tailed to signal, or did not grant the right of way, or drove too be. We want to know why he. drove too fast, why be failed to grant the right of way, etc. In other words, wc are not satisfied with the last overt act. Wc would like to know the relationship between the individual's know! eirtjft., attitude, emotional stability, personality, the results obttftmd from laboratory testing devices. ***** the real driving situations laced by the individual--hi* ability to make proper detisiom In complex situations that may arise pfi ,w highway. We would like to see the aaounoed an of toting devices in order that wo may check further the* nhtknAlp between those de vice*. and actual driving. More than that, accept far vfako toting devices. 1 would Be to be able to ton all the devios into the river, if only soauooe would dcriac a good method foe desoarinfag knowledge, attitude*, emotional stability, and personality, with tobiioii totluditutl dcdriims cm the highway. CHAIRMAN AI-LGAIHt; Have driver dinks any traffic mfaty value} Ur. Emond. will you tea briefiy what yom experience ha* Wn? MR. EMOND: I fcetteve that dink* do bdp to lay*urn traffic condition*. Driver rtiA. axe only owe tael iu driver sdectieo*. An iadcvhluaih bwkgiound. past map)eyaent, sad pmc puhirnwr. shook! ah> be part of the bash opou which aa roipkry*i would hire a driver. The dfak may afao be a tool to impim1! the dilswY attitude. MR NEYHART: 2 would Be to dmctffie three dWa in reui--gfiaul*. oywratad by the FcvytvsaiB State Foliar st nrifaddphk, Harrisburg, and Pittsburgh. When a driver gets Imo traffic iUffiraMv*. or when a traffic oter-Mnn that tbs driver as awtocrim himself on the roadway is a raiimcr that should he dsackod. the* pofift send the driver to the smut Us bouse. The driver iv hituvkwit He is |lwa peydsophyvkal teats for acuity of vWs*. polptool vlsfou. distance Judgment; and a rigOanoe tew. Then the driver is given a toad test. It has been the einenmtian of thorn who check driving record*, dot. after the Individua) has gone through the dUe, hi* sea- dent sate gee* dsn. I aa wquVrlng whnt stem! the swilm rate? 1 certainly would not ay that ft wa* School and College Sessions 51 the lainits, or the psychophysical test, or the sad tot. Maybe the very bet that the drive* wear fun the dink, where there were a number of uniformed officer*, changed bis attitude. I don't know, and I am sure * them whe are operating the dimes do not knew which part of their work has had effect n dm iudnsduaL ME. RAKER,- I think the disousioo so far he* tended ut leave us iu an attitude of dopair with respect to what may be acroenpffiffiad by dinks in aoddent redaction. The petsou in charge of the dink is, fa* a kuge anim, the key to the witw or hBmv of that rtcttifc Of cwme. this is directly related to cost. If we could quad f*s to f$Oo ou each bad tUiu, we could probably do more good. The uusal Beat soperimendott caa'i spaa) more than three tar four dollars and .very hole time ou a high aoddent driver, thanfare, be asarn take only the most obviously hmafittat operators and the rot have to drag along until their records either *wau n had that they are fired or uoud. Socnetiuwa bad drivers improve ou tbdr own ac* wut -by virtue of maturing and developing better habits without treatment, CHAIRMAN ALECAJIRr Qocatioc* from the snjhncd MR. ROSS (Cfevrimad Electric): What K the altitude of oalooi toward dinia? MR. EMOND: That* a ticklish question. On the West fnut the union* arc co-operat ing by ftanvMtlng that dinics. In the eleven nstdfl scares, trim one ou operete a truck aa a uiuen chauffeur, one goes through the chafe, la the Middle Wot, union offitiab have been favorable toward dink*. CHAIRMAN ALLGAIER: Arty other ques tion; ' AE HUBER (Indiana State Folk*): 1 am pretty sure we all agree that a pono going through * clinic, or a penou taking an tpgiiari ittuac examination, probably will be ou hi* good behavior. In other words, be is doing hi* levd best at the time. I wonder if these fa any ecaatinatiou that would measure i person's attitude after be returns to the l#my. DR. LAUEK: We are working on attitude tots. Dr. Jokuoa ha* some measures which wm probably turn out better and which show mere promise than a lot of gadgets. MR. HARRY VUCX (United Stata Row tTu): If each operator respected the rights and privfZeger of the ochre fallow on the road. what effect would that have on the accident rate? MR. NEVHART:: If everybody would re spect the rights of otbos, we would probablv have an accident reduction of about fifty per cent at the end of ooe year. MR. HIGHTOWER (Greyhound): I would like to ask the panel H, in any of the dinks, pcycbologUal tests are given to determine what personality wcaknaws or what atti- tnda stake an acodcnt-prooe driver. DR. JOHNSON: The bat psychologists have attempted it. and have Three is do definite cotrdatiou between whai a per- too says In a particular act of tiraimaunco, and what he will do. The fare it that, al though wc have qucRsonnaires about atti tudes, and make syniboa, and validate those tests, and gee a measure of something we call an attitude, there simply i* no correlation between our coodadon and wbat a penou actually don cm the highway. MR, KRAMER: One attitude toting device docs exist--the Scbrecbc Attitude Scale. It is not a prefect insmuacat. The results must be coesSdcrad along with ocher data. MR. WARNER (Utah State Tax Commit, tee): After the tax) driver has njccenfutl; passed an examination and been given a license to drive, it It safe to awwmr. U be haa no accidents or violations, chit be will always remain a safe driver and needs do further If bt does ""t fttnher examination, how often should he be re- enmined? In our state he most renew his license every three ycass. Should be be re quired to take an examination each time be renews hfe Ikeore, whether or not he ha* had an accident' or* violation? MR. EMOND: I betiev* a taxi driver should be examined ooce a year. We would doc seed an tbeae driver dinics, U the state did a thorough Job. DR- JOHNSON: A few yean ago I pub lished an article criticizing some conduriocs that woe drawn tat a study **** to that of Socnak He took a group of bad actors in the state of Mznachttaetts, ntfd advised them, and found that, to the next few month*. (Mr accident sate dropped astonishtogty. I took a similar group in Goonectieut, and found that H showed the same thing, and in }o*t a* high a. rate. There is a tendency known to ax regression toward mediocrity. If you take a group of pcoeai who are extremely bed 52 35th National Safety Congress^ 1947 actors, there is only one way they are likely to change, and that fa for the better. If you have a group of individuals who are accident free, there is only one way in which they can change, and that is tor the worse. CHAIRMAN AIXGAIERi X think we are all agreed that certain driven are accidentprone; that the testa wc have are not my good; and that we need to do a lot more work. WEDNESDAY MORNING SESSION October 8. 1947 Group Meeting an Physical Education Presiding: Lean G. Kxawtz, Head. Depc of Physical Idsatlw, Northwestern University; President, Mid-Wert ffapial Education Aaodsliea What Typee of Surface* for Physical Education and Play Are Most Satisfactory? CPaxral Diacumrioo) Disetation Leader--L. H. WkO, Field Secy* National Recreation Asm. Participant!; J, Z. Buicxt, Archited, Holablrd k Root Joint T. Cat*. Asst. Supt. in Charge of Buiines AJhin, Cltodile (Calif.) Uni" fled School District Ibr Q. Dunun, Illinois State l>ir. of Health Sc Physical Education. Oflke of the Supt. of Public Instruction Eowaw B. LANtar, Safety Dir. O&x o the Postmaster General Stanley Mein, Principal. Lincoln School. (Highland Park. UL) Euonu M. ZiEMca. Consultant la Physical Education, Minneapolis Public Schools MR. WEIR: Our subjca it "What Types of Surface for Physical Education ud> Play Are Moat Satisfactory?" I would like to refer you to "Surfacing Playground Areas, Supple mentary Issue." by the National Recreation Association, it contains experiences gleaned from a great many communities throughout the country on the types of surfacing chat is being experimented with, and b being used. MR. BURGEE: Our experiences hare chiefly been confined to field houses and gym nasiums. 1 mentioned fim the Arid house. for that type of floor we have nsually sped* fled a day asrface if a running track was to be a part of the activities Cor which the facility was designed. We used dodos, teg ular boilerhouK dndos, for the track area, and for other areas, such as pole rotting, broad jumping, and high jumping. The day w> sifted ground day and was compact; it was also bee froea tamps- it was necessary to have good maintenance oa this, because the day surface h a poor one. in that it will dry and crack. U that occurs to any great depth it brrnrars quite a problem to resurface it, and mwdkhn U. In gymnasiums, and ihb woU apply to field bouses where they had a basketball court, you should have a maple surface. Maple Soots, to some ineintm resettle, and that is most desirable. There are two types of maple Boom: fan. a solid subBoor, either a concrete abb or a foundation on which to support the beams of a subBoor, on the subBoor a layer of con crete, and on that a maple floor is short lengths; or, stood, a concrete dab om whkb Is embedded a rattiest day on top of which are sleepers, over which is a subfloor, and then a maple floor. Sound is important, therefore the area be tween the subfloor and the deepen is filled with a type of material to eliminate a dram ming efletf. which would be objectionable in any floor aits it was laid. On indoor tracks, there are usually small arms where back tuns are accessary, and in such initallarioos, if spfltaa me to be used, a cork surfacing is desirable and advirsMe on the straightaway as well as the bndt turn areas. This, la time; wiO require rrplatrimni and --t"**--*** Gcaaally wbete they do not m aa in door spike, they use a cork yarfaee on the School and College Sessions 53 turning only. MR. WEIR:' What about showers, locker rooms, etc. MIL BURGEE: Naturally, when we get to shower rooms the qustion which has become my important is protection against athletes* foot. There is a germicidal surface on the market which is alleged to retard the develop ment of germs., The surface, around an auditorium or shower area should be of nomlip material. If it is cement it should be scaled with a nonslip agate in it. A colored rearm floor is not desirable, natural is the mem desirable. Around swimming pools, of course, the base is also concrete and usually a nomlip terraao, which is a qtnwiu surface made of marble agate, ground and polished to a smooth surface, and on that a waxed or a surface treatment is nsed so that it can easily be deaned. MR. WEIR: Does any one have any further question? MEMBER: How can you treat a slippery couaete floor around a swimming pool? MR. BURGEE: I would my that the only thing yog can do b to use a nonslip surfac ing, suda as a nomlip wax or paint. MEMBER: How about carpeting? MR. BURGEE: Well, a rubber Ml mat usually defeats la own purpose bemuse some one might trip oo it. MEMBER: What would you recommend for a concrete play area that has become duty, and off of which it Is diBcnlt to keep the dust. MR. BURGEE: Well, there are a number of floor bsrdmcs, most of which have a sodium silicate base. X belief* X would say that any of those surface bardpen would eliminate the dust. These baxdam pene trate the pores of the surface. However, a hard steel concrete surface should withstand a coos!doable amount of wear before it starts to dust. MEMBER: How about the treatment of surfaces against moisture? X am thinking particularly of handball courts and squash courts where the ventilation is not adequate to take car* of excessive humidity. UR. BURGEE: If ft fa a wooden floor, which most are, it should have been treated before it was installed. A seals* with a rang oQ bare could be used to neat it, after in, staBation. MR. WEIR: I have been in gymnasiums where the floors were badly bulged; what was the cause of that bulge? MR. BURGEE: Thai could have been from a number of things. If It is a new Boor, it might be that the material waa not property dried--it was green, or it might have been laid on a wet surface, or it may be that it is being subjected to a moisture condition. It is desirable to seal a new wooden floor as quickly as possible after it is laid, bemuse a new building has moisture in It for quite a while afire it is built. Tbe floor should be laid with little openings between joints, at intervals, to permit that floor to swdL It fa going to swril a little after it fa installed, and this technique will eliminate the bulging. Tbe edges of the floors are often left free from the walk so that the floor has a chance to play back and forth a little without bolging. MEMBER: What about the question of underdrainage in the indoor rooms? MR. BURGEE: The base of the floor sboutd be solid, wdl packed and should be drained so that no surface water will seep through. MR. WEIR: Now, we will take up the question--one which seems to be troubling moat of tbe play, recreational and physical education people--the question of outdoor surfacing. We are concerned here primarily with the kind of surfacing that will most likely pre vent accidents. X suppose we need not pay much attention to tbe qudtioa of turf and natural soil surface, where the areas are large enough to warrant tbe keeping or that kind of surface. It is good if we can have that type of surface; fait unfortunately tbe she of tbe individual school's grounds is comparatively small, and many of the mu nicipal play areas also are small. In order to get the maximum efficiency out of these small areas we bare to give cDutidreatiou to the best types of surfacing for tbe purpose. MR. McKEE: 1 sent out a questionnaire from which' I hoped to secure information which I might bring yea today. First of all 1 tried to get the answer to certain questions: X>o yon bare a hard sur face play ground? Whit type of surface fa it? Approximately when was it constructed? Gan* you estimate tbe coat? What is tbe area of tbe play ground? If you bare an all-weather playground, estimate bow many more days of "out-of-doors play" tbe children obtain by virtue of having soda a playground. Do you get the skinned knee complaints from 54 35th National Safety Cm^rvu, 1947 teachers and puna aht yon in>radi(r playground? How do you aub Injuries oo your playground? II yon wen couatnuting the Idol playground, fa year jadpwwt. what type mdd yuo omoact? Aad, Anally, why would you idea tee type that you desire? Briefly 1 would felt so mnAt wwe of teose points, beawc I think they are very Important to m. Many places did wot hm aw afl wwfar playground. Where playgrounds had boos There was a gmenl difference bsTtewpoiat aboot the type of coon*oaten. How- taned top. They would wake the ptaypoand with adequate tart. Aad, if, aad ahuiu, they cdbM aw twtek, they wowld do *> fce the Httk dJhfaw, wing tudatk wadei such appandi m'tfidm sad inlay. They mid they would do that lee two remora: fin, they (tk it maid facp don aaddnes and. mad. they frit thee such m fhypnwd dweid became wet only a pha few dfldna so play, hwt should ate besom* a place hr the activities of the adalo. WL W*DL* Am yaw going to write mp thac eewy ao thm it wfll he atabbld ML MdEEfc My friend. Me. Pa ns , asked am leaite tho may tad send It to entfy agreed am one or mow dfiap^aw a good barn and coot that with same type of topping. The qmrtoo of antfsafca wtied caa> tiderabty. Thtee things anon to cater tea this picture in the type of ana that they wen attempting to Ltwomut abet had to tie done to gee the arm ready: the labor factor; and the type of oatcrial mad. lo cams where they pot So hard * playgrounds, they have pat la tiling which would drain It usd make it more adequate for nae an rainy days. Thb question boshered me. I was con cerned primarily ham the phyrieal adorndm wtidpcinL When same of the play grounds were uorwrntfnd. m tlisiighl wrn ginu lo the types of panes which the tefl. dm woald phry m them groomfa. Some of the grounds bad large pby axon, bat they wen arranged la a bdmdster pattern of squares and tectaaglesL It sens tome that it is important, tt you an going to sell a playground to your cutuieunfcy or school board or PTA, to plea the play arms to rant the needs of the participant. Now, about the shinned .knee inwfilsliu, they Indicated aery definitely, at test, ***** they bad that complaint bat as date rat on the compblnts nUdaL Why? Simply because the children ran learning bow to use such a sastern; how to protect themm3ret; bow to ran, to start, and to stop. And. fatally they hugesttd that they tpd developed a certain type ofsupervirion among the school penowosL The todan learned bow to dhmt the use of that playground. In regard to the question, "If you were to coweract the ideal playground, which type would yon construe*?" most raid they would periodical wbhh tho Sum of lWnais pee- ML treat* I brought ap thm grow'-- Bawar than is a gnat ladt f aatsU ao Now, wc srifl ol an Mr. Dwacan. '.riL DUNCAN: I am was an expert vgrmtnd snm haaawi, 1 bawl si < seeing a lot of pteygsaamte i what the school people * upon. I }mt i mean. 1 I fiimal I fa ' bam aa all-raatem ptey i principals td me they am I out of doom go par cm at > it they femaidoi Aa so the type of --face. nrmaihy 1 fake the asphalt rarfscr. team it Is waft Mm than a mnriwi mefaca, Za mam phot aspbab is mote hqn, md that,is aa im portant Item to schoal puople. two things to mast we-base mad hritet, and te the Sdl ra'heW a regular Jaot, and. them reaiffttuui ml* It scry teBcak ter oar' fteyvical i Our draroow emteo wntly taach pfirys- to the pteygraaod so mpti ihs the iMho la torins shorn J appealed to am eoghraiteg itefirmtw is put hi a hast mrCoring css nor flay- School and College Swioas 55 poandLltefSpori. I asked for aspbah os blacktop--1 am no cuoaoIncur of surfaces, bat t bam a pretty good idea as to the type of s^iiaca that would be best Cor the chil dren. 1 asJW the playgrounds of the pri me schools in MtaaapoUa to find out the type of nrfaring they had. I asked questions like chic Bow many ytan lave you bad your itodiqi? Whet is the approximate cost? Osw oatam bad said that we could not The rrpls 1 motived to my quotions indfoatod that private sdhoob had bad their pbipmsdi tor a period of bom right to tea yean- The upkeep of thorn playgrounds dM noc amount to more tbaa one hundred *1Wi -- I thought that was very reasonable. 1 gave my mtecmadoa to the engineer, and. cf mure, be paid wo attention to if, bat pat fas csacrare pbygrosnds. They are team than mod botes, but tbet is tbe only Using I can my far terns. We found than poor as ra are, our engineer ir sold on tbe hmtU contra* playground*. W found the ghrr waa bod. tod tbe children slipped ra the amoves. We found tbe playgrounds tend am the chfldrenh fieet and shoes, and the aaathsss nraytaJuiad about tbe children's Wr have concrete tennis courts, too, Dot ter tcaafa players wear heavy rubber-soled teams they am sot naming around in light- A wtetall which jsnDy lasts about two yams wader coolant use does not last ter months on these cowrote surface*. Our softtel Ufa her* goo* up tmendooriy. Oar accidmt* am different now. Ob the dfat playground. tee children. would slip ao< get ahrarioo*, and the muse would spend tel am runtime, playgrounds, tee injuries am efitaner and caster to take cue oL We'bare tad three luum so far oa the few playguanris teat aw ham Tbe children nmy taw imsfvad them fractures oa any other type wire. 1 do fieri, though, that we do not lave aa many accidents oa the ooaattc play gnnisli as wa bad on tee dht playgrounds. Whs we tepalr boles In our dht playgrounds, we SB titan with hard Jagged mh, which results in more aoddenOL Flwlty. I da not know what oar Janftms do with osw tinders, but they do not pot them on our playgrounds MR. LANDRY: 1 believe my psrddpstioa in your dnr.gwim is a itsuit of my interest In a research project ibu has been conducted under tbe direction of tee American Society of Safety Engineers in tbe matter of walkway surfaces, ( have one or two comments to make about tee treatment of a cosacrete surface around a swimming pool where tee surface is smooth, and 1 am afraid my opinion will not be in secori with teat presented but this morning. 1 raid absolutely recommend that waa net be wed roister any dreamra.vw, and 1 my that far teh reason: be cause the term "neraHp" has been rather loosely applied by saanulsumess of such products. Nocuifp is a Hhthc term. AC tbe prut rime; is conjunction with tbe research project 1 mmlunul a moment ago, tests have been saade by tec Bureau of Standards, who are doing tee research part of this project, with nfcnact to Boor sur faces treated with various types of Boor treat ment material, and 1 am trace you those team Indicated these is no sate thing as a nonslfp wen. 1 t.safibsilte this point again. Do noc use wax around swimming pools became you have a wet surface, tri fit Is aggravating a condition white ft atrmdf had. Now, these it snlhhlt on the market a number of ptawie matmiab that have an abcaatre grit embodied aa an ingredient of the material, and tec material can be applied .over existing surface*. II has been wtdriy used In Industrial applications, hot 1 cannot tell yon of any sperifle Ihsumxc where It has been applied to swimming poof arms. I would like cn'make one observation on general matter of accident opeitacs. I think you people In tbe fidf of physical education can make a valuable eoncribocfon to some of the problems teat are faring as. 7 am wondering If teem is aviQafate any information to Indicate what contribution various types of Boor surfaces have made to injuries by accidents in rocxtatfoczal .areas. 1 would like to urge yoo people to gather In formation. it seems to ms to be a seosible approach to tee problem white you are fac ing. If you can turnlata this informtioa and find out that certain surfacing matrrlab serve a* a high contributing factor In accidents, then 1 think teat information should be pawed along to yonr fallow workers. 56 35th National Safety Concrete, 1947 Should Activities Which Are Yaluablo lac Physical Development Be Discarded Because They Ate Potentially Dangerous? By HARTLEY D. PRICE. PhD. Director of Intramural Sport, and Varsity-Gymnastic Coach, Bnlrerslly of tHincxs We know that much time, effort and money u expended on ofety promotion regarding automobiles. Industry. travel, floods, firm, ttc.. etc. But what organharioo or asMda- don is trying to promote safety from falls-- which cause 90 per cent of all accidents? This responsibility must be accepted by physical education, by athletics, by safety programs is our schools, by parts, YJi.CA.'i aid otber similar orgairiatiao*. Physical education bat become a necemity in modem education in view of the lack et big muscle activity in modem industrial life. An effective program ol physical educatioo is beneficial to the individual phydally. mentally, emotionally, and socially, physical education should equip the developing in dividual with the essential habits, skills, knowledge, attitudes, .dispositions, and am* dilions to make adequate adjustment to himwrit, to objects and events, and to ocher peo ple. Together with training in regular sport activities, it is imperative that the student become proficient in safety faactions. It would, appear then that it is the respoipsibfljty of physical education and athletics to see that these skills are acquired. In order to obtain the desired results, activities be pre sented which are satisfying, interesting, stim ulating, and worth while to the partidpant. It is admitted that indirect through appealing activities is wore effective in ac quiring desirable patterns of conduct- How- ever, the obvious need for accident preven tion bwIis a special effort in safety education neerwary. FaUs amount far more than half the home death tortl. year confirms more strongly the faft that th large total is primarily due to lack of knowledge and skill to the prevention of falls and In the method of falling correctly. TZsoe statistics make U evident that every one. even ia ordinary walks of' life, seeds training and practice in the art o( faUlsg correctly. Tboac who are engaged la sport activitim that may be considered potentially dangerous msteSy need ta master skQk which can be interpreted as safety skiffs. Physical education ta guaul am and should meet the need ol teaching safety dilk. Pa. haps gyainimks and particularly rambling under proper nipuvkinii as tench safety skills better than ny ocher pan. An fauptml tumbling iatinaur as Beach the art of fall ing without injury, and cam make Us pro gram interesting, wiiltring. daDenying, and exutraety ssorth while. And it a person knows how to (all by breaking the fall, then perhaps a large number of Injuria may be prevented. The Metropolitan Life Timu r company has estimated that thee are sn people each year who meet with death by KW"| from taddox. The moat prevalent......... for them Calls b the 1ms of t**1"** Since one of the objectives of gymnastics h naming in balance both upright and is the inverted position, iu iwtis sTiang such Hnw ue -I-*1*-- Strength with fleadbQky is another wtone of training In gyianmtks. Thn individual who fast not had the op portunity *0 gain pfaytieal dcnlnpaat and control of bodily moments is rally at a disadvantage when aoefironCed with an emer> S**7In our physical tdwnlea cfasM at the Univoxfty of nffnoh there are few aoddn. A compeebemhe wady was made to defermine injuries occmilog in physical edi tion dames Creaa 1W 10 1M4. Only IIS in juries were tapested ia service dmn front September, iflflfe *> Bay. 1944. The total number participating ia the program was tyJiSSJ- Tint low htcidrnce is doe w the bo that iruBvidnah are taught bow to fell correedy; how to wiutala proper bahnerj and, ia addition, they acquire strength and endur ance as they pextitipnte in activities. In sicb poccsttiaffy dugnm activities as gymnastics and tumbling. football. basketball. or wnatting, the i--Bridsul learns how to prevent ifai>|WCTtf faih by using ofay devices arid tarns how to fell without getting hart, b School and College Sessions 57 gymnastics and tumbling perhaps more Is teamed about the oxrect way of falling than ia any other sport. If everybody bad the op portunity to acquire these fundamentals of ssfety. a targe`percentage of accidents in the hoc contribute toward: A. Sdf-disdptinmg by the individual. B. The attainment of sound habits of sdf control, CL The acquirement of an ideal of physiol home and chewhere would be prevented. and mental fitnesa. Irriitmnl death is almost unnecessary. May 1 emphasise that ia my opinion, ac tivities which provide the skill and knowledge Second, there was a tack of adequately trained gymnastic teachers; a deficiency due to the omission of gymnastic teacher training 10 are both their own and otiso peoples in teachers colleges. lives should wot be discouraged or discarded became they are potentially dangerous. With paper aputiaon and tearfling the potential danger may be By mastering sww wfaith arc considered "potentially dan* genms** a fell mny result ia nothing more wvfauu shun a Sal* *--*nj By learning to give with, satin than to fight, the fall the in* The ideal physical education program should ladude prefesrfoaal schools ofphyrical education that train trachea who are capable of promoting the needed gymnastic work in elementary schools, junior high school*, high schools, and colleger Gymnastics should be one of tbe outstanding competitive sports in the coonary m it U enjoyable to the spectator divitiaal mny avoid fractures. By lemming to toff srith the fsfi iawead of dropping like a dead wight, he may avoid injury. Such safety ruka became proaownuttf assets rather than as well as to the participant. Under proper soperrition gymnastics is not hazardous. Statistics show that swimming U the kart hazardous, with gymnastics and Itablhnrs ta the jnrimdniT la particular and tumbling next in order. The well planned physical education pro The ammgr to the qoestion. "should ac gram should offer training in six types of tivities which me rafasTilr far physiol de- activities, namely: t) acquatic *) rhythmic u jut-era hr AmnM beawe tbiy are po- 3) ton, 4) individual. 5) combative. 6) gym iranBy dogn--?* is definitely "No** for nastic and tumbling, if tbe program of phys the CaBowmg Impmrpai reasons: iol education and athletics is to be properly t. TmlTiiiTash Uf Irani hnw to control balanced. In this way the developing individ their so ckra they stay teod to do the ual is able to cope better with emergencies rifftr thing- tin mviag thing, as it were, ia as they arks. Swimming, too. is potentially dangerous if x. Individuals should Irani to become ori entated in apaide down petitions. 3. cjstim should msdcntaad how to fell 4. ladividols vlwmtd acquire. selfconfi not supervised and taught properly- However, everybody should learn to swim and should ondenaod swimming safety rules. Certainly, football and basketball are po tentially thngerons, but proper coodidotting dence to meet emergency situations. and wise coaching win keep injuries at a 5. Aa Individnal should develop a wcli minimum. Mastery of the art of tumbling hahmoed physique in order that he may han dle hit body adequately. In this respecx, up per body strength is equally important as kg development. enables the player 10 fell properly. Many accidents that occur in boating and canoeing may be due to a poor seme of bal ance. Training us then would seem Tbe fegwiq raws dearly point to the necessary if rmtjguncJu bosh la sport and need of gjmrvili-r in general and of tum bling in paxttariar in every physical educa tion program at schools, colleges, dubs, amps, and playgrounds. Tbe typical physical education program In in work are co be race cfinMy. Gymnastics and tambHng mast be included Ia all physiol education programs if the in dividual U to develop property la both tha hang and support jperition. Too oft-- upper this country, before the war, bad two main body developmeet is neglected la Our physical drflriwlB. First, there was a tendency to educatioo and athletic programs where leg X-aat activities la a recreational pttilos- development is emphasized. However, the de that strewed feds rather than sound velopment of tbe mods of the uppq ex physical, mental, and social training far tbtreemities is benefidal In contact games and ir developing Individual. With proper guidance meeting tbe rigorous humps mrired fat life there is no icmuu at all why recreation should Muscles cushion tbe tffttu received frou 58 35th National Safety Congress, 1947 terere bump* and jolu which might ordinahlj remit in breakage. Gymnastics has a definite carry-arex effect to other activities for it develop* strength with flexibility, agil ity, and the handling of one's veigbt and balance. The work In the gymnasium should be constantly spotted or guarded. Safety instruction need not be taught di rectly as safety education; it is preferred that it be acquired as concomitant laming. Eastwood indicate* "indirect safety instruction has proven to be more valuable than direct Instruction in reducing the aoddent nee."* Williams* iodiciia that too much direct emphasis on safety education might tend to develop a timid and afe generation. He fur ther points out that '"physical education must not only provide vigorous activities'but it must also promote courageous spirit and at titudes, or this American dvfliatiofrwill not be worth saving.** It must be recognised that physical educa tion activities and athletics at their best con tain many hazards, but that much of the beneficial training in these activities is the overcoming of such hazards both pbydcilly and emotionally. A program of safety is truly educative. Activities which teach the control of balance and how to fall property belong la the school. It requires practice to ova qjssc the dizzy feeling which follows sudden spins, turns and rolls. It requires practice to regain balance whos it is lost. Fright and complete lot* of body control is overcome and confidence is restored. I wish to emphasise that it b of paramount importance to todade many potentially dan gerous activities la the program became their values as future safeguards outweigh the haz ards iarebed ia Isudag thcaa. Physical de velopment b ia Itsrif a safety measure foe the emcxgcQcka of everyday living. Every where in this wUrlmf madetu world there is potential danger. It is free a* Sfogkkl to try to prevent people from crossing the street because it la a potentially dangerous under taking, aa it it to rtirruaate sound physical education sahltia from the y<;<-- be- cause-the activities are potentially dangerous. 1. It. 8. Jilsns, "Aaslysb* AlMWfc Ana- dents", Sefetj Omsm, MarafclMS, f*. 2*S. 2*1. 2?t. 2. tunmi. r. "Caao mt Cttm* Spot Anatntt*, JtMsrrtOsvwih, On, 1VM. a **. 3. WtXIbau. 3. It- "TO fitvitabfe XeetWr.' IcM Srw*7. May 4, 194*. ^ lit, ftamloa oi Brain Injuries and Brain Injury Mortality As Related to Football Players By DOCTORS HARRY E. MOCK. HARRY E. MOCK. JR. AND CHARLES J. MOCK Chicago, Illinois WbQe the death nee from football Injuries u considerably lower than that from hunt ing. swimming, motoring, and similar pas times. yet a suflkknt number of youths are killed annually its football Co warzant our interest and action. From 19)1 through 194ft. record* of 430 deaths, tlj directly and 147 indirectly, mused by football Injuries were collected. Of these fatal injuria*. 45.7 per cent were doe to skull fractures or brain injuries. Judging aO in juries by their mortality rate*, throe to the head are perrhwsiimrfy the mo* serious;* From ceitadiaiif sucre than 8,000 cases, see have learned many lemons,' indicating bow the high mortality rate from these injuries on be reduced. In order to answer this question, we sought information - from players, coaches, manofactnras of athletic equipment, and from Hr. Charles R, Shannon, toe yews sur geon to lue University of Chicago football Football players scried to conrido' the base of the skull and the hack of the neck a* the most vulnerable spot, always inade quately protected. Some players cooriderod that Use present day jail plastic helmet waa largely lepoodbk for injury In this vulner able spot, anting that the hriian frequently b forcibly shoved back against the hose of the skull and the stack during a tough play. School and College Sessions 59 Equipment mauuticmms have sought to yean of experience, has given u* the most develop a hrimet that would truly protect enlightening facts concerning the possible the players from bead injuries, and we have etiological factors in bead injuries in foot fT-T-^Vd literally dooene of helmets, all tesdfy- ball players. The bet that Mr. Shaughncssy ir* to the manufacturers' dots to solve the received the National Safety Council citation problem. In addhioa, we ' studied soany ia 194$ for hb work in prevention of acci other types of protect' c- ppentus madu for dents among football players gives weigh* the pistuttoa of the cheat, spleen and kid to hb statement, which we quote verbatim: ney*, and the honey parts. Suds as the shoul "SITUATIONS ON FOOTBALL FJtAC- der*, hip* and thigh*. During the but *5 T1CK AND PLAYING FIELDS IN WHICH years, thou has bees an cwofotlon la ajuip- MOST HEAD INJURIES OCCUR, "1. Head-on Tedding: Some coaches mmU sooKtsmcs podded and mmetimrs tench thb form of tackling as the most ef fective way of bringfog the ball artier to hdd to place only by asm. A* we studied a "redden' stop, or at least with a mini the fireat day squirmrm. we were im- mum of glia. Tbe tarider b taught to aim ptamd with the fore that ranch of k served hb heed at a point between the pit of tbe better for piirpim ef ofense then fer pur- ball carrier^ stomach sod a Utile above hb knem. It b granted that thb is an ef fective tackle from the standpoint of stop crei bom btal 10 foot with a hud antes ping the bell carzim. bat it b dangerous shcD. padded a* the inrida for hb protection. itt that two oacB running at each otho*. Kb hmd. with thb hard sheU, repnwenrs a the ball carrier especially at full speed, burnt oum baS Jiughg into the Hue. develop a tremendous momentum. It the U dam nut take much stretch of the laagiaa- boll carrier's knee happens to come in contact with tbe tackier* head (sad the Imimis lasbi injuries occur ta defends* ball curler to protect himself hat tbe right pbyan The miUMlitnnm itagabe thb to bring up hi* knee to ward off the danger and agree that much of the equip- urn b better lav ofrose than for protection tacklo). there U considerable danger of injury unlmt a beadguard b worn that is but slaw that swk equipment b datwrltd -tfiHf of aimroe supernatural protection. and has btecust a rctcgoJuri pan of the TAb form of tedding should be eliminated, "a. Frequently when a ball carrier b Dr. flbawsou points out that no football almost Mopped by one tackier who hat mu should.be without a donor, pement at bold of only one leg. and- the ball carrier pndta periods, aa weU as at all games. Rt- b atiB twisting and trying to pull himself quest pfcpfczl rcamlmrinua and carty treat- loom and b standing rather high, a second meat of injuries are taotartal. When a player yrttw running at foil speed sriS bit Mm b fcmdri uatomclous. only the immediate from in bunt with a shoulder or head-00 attention of a trained phyridaa can psevew tackle around `midships' or higher with the Inhrs--t dangui of such aa Injury. such force - that tbe ball carrier** head lit- Fer example, a player at a recent pro- craDy wiB bounceou the ground. Dae that game was knocked out on the field. The coach particular point the Add happens to be and two pbftsx half carried, half dragged bard, or the beck of the boll carrier** bead hbi to the riddlnc. He lay on a blanket mm !a cootare with something bard and whQe a trainer weeked over Urn. At a unyielding, soch aa a stone or isproperty crucial paint ia' the game thb player was sou back into the game. It was evident that oswired drain, lajury b likely to develop unless tbe bail carrier b wearing a well be waa groggy and be was shortly namd. The mkmie he retained to the game amid fitted, adequately protective beadguard. "j. Daring sCrimxaaga, occasionally a very weS have been the tudd period be pbyerk head, use amaufif tbe bell car tween the pifi--ii sad the secondary * riers cr tackier** head, wQl oome in con oseictamm of an extradural hemorrhage. tact with the bed of the shoe of some Oaky a "Hwt physkfen tmW have mop player who hm swung hb leg around back- abed tUt csmlUioQ and met the potential want with terrific foroe {usually accidental ly but nrusafrnaHy intentionally). Gswch Cforlt D. Staughnemy, with hb 40 "4. Where paUbha b granfed players 60 35th National Safety Congress, 1947 to indulge In games or scrimmage* or any contact work without head guards, then there is always danger from blows to the bead. This should never occur. Flayers should be forced to `get used* to the head* guards. A player with the confidence ol having a `good* tadgutrd on his bead can play better football than if be doct not wear suds equipment. HEADGUARDS "i. Headguards should be comfortable. If not. players will discard theca entirely or loosen up the straps that bold them in place to ease the discomfort, and then the headguards will slip out of place when subjected to blows. "a. Headguards should fit tightly and not slip sideways, frontwards or backwards when subjected to blows of any kind. -3. Inasmuch as the sizes and shapes of heads vary considerably, a beadgusird that can be adjusted to conform somewhat to variations in the shapes of the head, and also somewhat to slight variations in mw, is desirable, "4. At no point should the head evxr come in contact with the wall of the beadguard. Any blow at any point on tbe out* side of tbe headguard should be distributed over its entire extent. Material should be used that will withstand any possible bknv with it denting. "5. Old headguards that no longer pro tect adequately should never be used. "6. Players should be taught to adjust and to keep properly fitted their own beadguards, MEDICAL SUPERVISION OF FOOTBALL "No scrimmage *or game should ever be held by a high school, college, or university, or any other organization, without a doc tor in attendance. The doctor's dedsfoos about tbe physical condition and the fitzm of players to participate should be aboo< luteiy final. "No boy should ever be allowed to play football until he has been thoroughly ex* arained physically and approved for par* tidpation by a competent physician." Mr. Shaughaeary's statements concerning bead-on tackling and other dangqrous pro cedures during play have received, but still warrant, tbe closest attention of the Rules committee controlling the game.of football. Mr. Sbaugbncssy and ocher coaches have designed numerous helmets aimed at meet* ing the qualifications quoted above concern ing headguards. Approximately go of these modem headguards which were made by various manufacturers woe studied, Tbe chief protective prindple, common to all thee guards, U the hud exterior sheQ. On the interior of this shell, one finds various typo of material--canvas, rubber, etc.--at* uched to the shell and made to conform to the contours of the head In an effort to hold U snugly in place. Tbe chief aim has been to make tbe hodguard comfortable but not cumbersome. Much of this material is so thin that a bard blow to the shell sum result in bring ing it in direct contact with tbe scalp and underlying skuIL Instead of dispersing tbe force wares throughout tbe shell, this contact transmits tone waves directly tbe skuU. Such a helmet may protect tbe skaU against a direct fracture, but it docs not pro tect tbe underlying brain from a direct ha. Jury or contrecoup injury opposite the point of* contact. In some helmets even a tight bkm to tbe shell seems to give an impact of force to the bats of the skull and the neck. It is am* edwMa that a severe blow to these Mian abcib could result in a brain concussion, a scvmc shaking up of tbe brain, a commotio cerebri, without any sign of injury to the head. Unfortunately, tbe meager thus fax gathered do not give detailed autopsy findings coocemiog tbe location of tbe hi* jury to the brain or the nature and site of the hnasntsy so often repotted as <">* h tbe fautcr extradural, nbdsnt, or does the fo* to tbe vault cause a contrecoup tearing of tbe small blood rends abowt tbe bate of tbe bn8s> rea when the material land* tbe hard exterior shell of tbe headguard h soStieatiy thick to ptevent direct contact with the skull, it ponsble chat the force wares in,the shell are directed toward its polpbcty. In addi tion. tbe headguard may be shored forcibly backward. Thus, the combination of these two forces centering at tbe junction of tbe skull sod the nedt may result is a hemor rhage at tbe base of the skull or a ootussfoo to the brain stem. Cootusioo could result ia minute oedng of blood and gradual development of edema which finally warfare the point of compres sion of the brain stem. The vital center*, which control the bean, tbe respiratory mechanism, body temperature, etc, locateda School and College Sessions 61 In the brain Mem. suddenly tail from this gradually developing compression and sud den death esnucs. From our radio Una far of these bead* guard*, it is apparent that those which have a ImmdatMO made of canvas or leather, dadhr to a hatband and adjustable so as fit tbe enosown of tbe individual player's head, with a tangly fining dtin strap and occipital Wrap, and with a trbsnots of auras straps conforming at tbe front, top and back of tbe bead, an attached to tbe fiber or plastic shell in such a as to prevent at all times contact of the Utter with the canvas cap, scalp, and daO, is a fundamental principle of protection. The Isa remains, however, that the force wave* transmitted to the periphery of the shril are carried through the hatband and sores the canvas scraps forming tbe op over tbe bred and thus eaa give a terrific jar to the brain or a contrecoup injury to the base of the skull or neck. It would seem that a better cuahioa type of padding of spongy rubber of a ibickncm of up to at least one inch attached to tbe inside of any foundation meeting'this prin* tiple would further prevent direct contact with the skull and would disperse force waves to a marked degree. Three beJmefctwhicb have a cmvas, leather or rubber padding, regardlen of their thick* ness, attached directly to tbe fiber or plastic shell, furnish less protection to severe jarring, shaking up or- contrecoup injury to the brain than do those with an air space between the foundation cap and the shell- A force sutt* dent to break the efainscrap or a chiutrap loosened by tbe player for comfort, may reuse a bard shell to be forcibly shoved hath against tbe vulnerable spot at tbe base of the skull and neck. It would seem, therefore, that a thick, soft spongy rubber along this posterior margin of tbe shell might disperse them di* tea force waves to the point of preventing many injuries to this portion of the anatomy. Finally, since tbe exterior of the bredguard must be so hard "as to prevent denting," it is evident that it at ooce becomes an offen sive menace to the player struck forcibly by this bard- material. In our opinion, these shells, iadoding tbe badguaxd, must be covered, by a thick spongy rubber or other material to prevent (Mr becoming oCeniie weapons. It is pos sible' that some material thick enough, but light enough not to he cumbersome, might be made into protectors of the bony parts. A volunteer physician vrbo s present only at regular games is better than 00 physician, but docs not meet tbe situation. The college physician is usually thoroughly trained in making the necessary physical examinations but tides experience in meeting trauma prob lems which develop ia contact play. Tbe football surgeon must be in his decisions. The protection of the Hie and limbs of the players must be his primary thought--tbe winning of the contest is a see* ondary matter. Many high schools and colleges carry acd* dent insurance for their players, such insur ance covering medical rare. In spite of this, many of tbe school* have volunteer physicians who give their services free beaus* of their interest in the game. In our opinion, there are plenty of good insurance companies who would find it to thrir interest to pay pert or all ol a surgeon's expenses ia order 10 have him present whenever practice or regular games are played. For further protection, this surgeon, not the coach, should have tbe final word as to a player's fitness to play. According to H. V. Porter, executive Me rcury of State High School Athletic associa tion*. many of tbe football player* who have died were, apparently, only slightly injured, often showing no injury about tbe bead; yet several hours later they complained of dizri- ness or of severe bradacha--or suddenly be came unconscious and died within a lew minutes to a few hours. The cause of death, as given by the doctor or corooer, was usu ally "cerebral hemorrhage." He stated that in football parlance these were often k- (erred to as "mystery death*." A summary of a few of these deaths among high school football players during the 1946 season illustrate* what I* meant by "mystery deaths": t. "j. T-, injured in a six-man practice game. The boy tackled an opponent and, in tbe next huddle, complained of feeling dizzy. He was walked to the sidelines and collapsed at tbe bench. He did sot regain comtiouroos. Death was due to `cerebral hemorrhage.* There were nd- marks on head or body." a, "L. 15 years old and a freshman, utided an opponent rather high. It was assumed that be hit his held on his op ponent's knee or bed. Helmet in good con dition. Cause of death 'compound fracture and brain hemorrhage.' The nature of the 62 35th National Soft*? Congress, 1941 hemorrhage mggtifwl the porobfliry of on In the pisyms than fas the game, would have earlier injury aggravated by the final in recogztijed -the danger in this in jury" jury and would have placed the boy under j. "W. S., injured during a line (barge immediate observation, certainly before death while playing ddawve tackle. He isuined |{ there were focal sign* indicat on the sideline and accompanied the team ing the loqtins of the hemorrhage, mas* to the dressing room after the game and probably extradural or subdural, an imme then drove seven miles to bi> borne, ate a diate operation might bare saved him. heavy meal and afterwards complained of f. "J. a srntor was injured at a practice a headache. During the night be Suddenly scrimmage Scpwraher 15. Is an <41 tackle became unconscious and died. Cause of play be tacktod as opponent. He acted as death 'terelaal beaaocxfaage.* ** if the wind we boded out of kin Be 4. "H. F, 17. was carrying a hall and was conflossed to watch the wimimirr of the He mot Ids oppooent hed-oo. scrimmage from the hooch, The Injury did The boyh equipment was in good condi not appear to be mkm and be watted af tion. Cause of death Twain injury.*" the field and drove ha-- During the eve In order to show the value of more explicit ning be was visiting a girl friend when he information concerning these deaths, we cor developed a fainting apclL Fosi days later responded with the wugtm who attended be was taken 10 the hospital whirr ns op this piriwtf. Vtwft him it was ascertained that H. F, while playing Football the year eration showed the kidney bad been punc tured 4a two spots. The X-raf did aac shew before, bad a head injury and was unconscious any rib fracture. During the operation -- tor a short period. It was thought then that kidney was removed. The boy died cm Sep he had a small cerebral btpoohtge. but in tember gosh." aeraal days he recovered perfectly. The final WkSe this Ja not a bead injury erne, yet Injury followed a very bard adU He was in our practice we have seen many associated oacooariaas 00 the'football field and was. interns! Injuries overlooked bomuae tbc sox- tafceu directly to a hospital {how he wee gcowh attention - was directed c--phasly to carried from the field and bow be was trans the head injury. The dps of founts] injury ported to the hospital was nor stated). are frequently disguised by the tmeonodom- "There was no ovfcltuce ot Ault bac nem and ether symptoms of brad injury, far- cate as shown by the X-ray films Thee tber, this one illustrates the lack of adequate was no autopsy done, but Dr. Herman, the wwiioi attention even Sour days foOenriag neurological surgeon from Oklahoma Qty, * diis boy's injury. It would swn that any as- explored' by opa operation and found a lightcard school weald have followed up branch of the mmlagcd artery was rap soch a caae and would have seenred adequ-- tured." (extradural). "These was consider surgical attention before it was too hue to able blood below the dura." (mhdtnal). be of hdp. This case raises the question of whether To the rergress there is no ssysUty cm- any player who baa sustained a sons bad necasd with tb-- "niyucsy dcatha." Uaa- injury should ever be allowed to pby loot- tion of tkscMdmsf sB connected with the ball again. ofcvtk departments, of the school author!- 5. "J. C, a ty-year-old senior, was dc ties and of the players and parents, should feet in height and weighed 180 pounds. go be to 1ensure the mywery of such During practice scrimmage be was carry Emm their ing the bell when be was tackled, and Tram the standpoint of educating the Isy- since he was slow in getting up, the catch tusn crorrmlng the mystery of three deaths examined him to see if he bad been hurt. and concerning some ot the ammon Cans The boy indicated be was not hurt, bet inoctirnf with bnis injuria, we wish to after practice session be complained of i ni|ilnsiis so-- of the farm and common being itL While being taken Co the bos- sense priatijdea which.have played mch a pital, two and one-half boors after practice, material part in the reduction ot brain in be died. There were no skaQ fracture and jury mortality rata. no marks or blows. Equipment was In good The heroic tpectatie of a daaed or knocked condition. Chase at death was given as out player bring half dragged, bait wafted cerebral hemorrhage.** from the field to a blanker at the tidelinw. Here a trained pbyttefaa, mare iatefattd and kter bring dtaaafly carriad by fallow ' School and College Sessions 63 pbycre to the locker room, has thrilled the drawing audience but has done irreparable damage to certain of tb-- victims. Only within the last two or three year* have stretchBS and trained stretcher bearers been sen at football g--_ and then only in very few ijntancrs. Transporting players iq, the hospital in an ambulance has not been as coavauent as transporting than in the norby automobile and, furthermore, stretchers and imhalinau give the game a bod name.'The need tor expert stretcher and unbalance serv ice for a seriously injured fixeball player is apparent. The X-ray was disarmed jt before the turn of the eeotsxy. Its ability to show a skuQ fracture was haded by surgeons as a great advance, in tSp, when the fim skull fracture was demonstrated by X-ray in Phila delphia. Thereafter, a serious had injury, Rgudlm of the condition of the patient,wm Im--rinuety X-rayed. Many hospitals hare placed their X-ray departments next to the emergency admission ream to order that an X-ray might be made iwiSw* the patient was put to bed and treatmat started. Whoa the X-ray showed a de|irmsd droll fracture or a bunting type of bactnxtv immediate operation wemad indi cated and was advocated by many a good surgeon. Sergray within the first lew boors ifcfr iirtminlon bcoac the vogue. Operations on sknD fracture-brain injuria monnted to 15 and go. per cent in 1900 to 1910. Today km than to pea. rent of these injuries are operated. It is bow apparent that serving the patient's lift are far -more impor tant than the early X-ray and operation. Many an cariy X-ray today is made be muse the victim's relatives, an insurance com pany, or a lawyer *--"what dom the X-ray show? Is a tiuaB fracture presentf" We may drew the following cpoclcrions from what has been said: x-ray every head injury which is the result of tuttrieni trauma to muse a cnrixacbnl injury. Don't x-ray in the presasre of severe shock. Don't x-ray in the presence of wild delirium. Use portable x-ray If pcxomxy, but if negative verify in x-ray tab. later. Remember no cariy x-ray toidcuU fractures ever helped save a life. In studying the records of the deaths of football players, it was bond that an x-ray usually ted beat made of patients who died within the fim *4 bouts after the injury. Walking or half ranted to the sidelines from the field, later walking to the dressing room, driving home, collapsing and being taken to the bcepital, there bring moved and turned in four directions to secure au x-ray, all be fore the patient died, bespeak neglect of the common sense measures which have played such a big port in reducing. brato injury mortality rates. No coach ran be trained to recognise the early signs of a serious brain injury. Every practice scrimmage and every game carries the potential danger of a brain injury to sow player. To prevent these "xaysuxy deaths" a trained physician be prment. In a few instances, early opaatkra is abso lutely life raving, but these Instance! are very rare, and the experienced pbyririan will know when operation b indicated and wtR see that it is expertly perforated. Applying all we have raid to foolhall play ers and to the administrative itafii of foot ball ccpnintos, the following points mist now be emphasised? 1. Any bead Injury that causa a victim to have momentary uncotadouswaa, to be daaed or mentally disturbed, or to have any other type of disturbed consciousness, it sulfidc&tly serious, to warrant immediate mmirariwi by a physician and continued dose observation, preferably in a hospital, until satisfied that no serious brain injury ' occurred. g. An average of nine football players died each year since 1931 from skull frac ture-brain injury conditions. If football n to continue to be played, even these small numbers warrant the presence or availability of a physician at every football game-practice or otherwise. 3. Fublic opinion most be aroused, not necewarily against the game, but against the schools that fail u> provide every facility for the preservation of life in every in jured football player, as welt as foT the prevention of any permanent disabilities from Rich injuria. 4. Given the presence of a physidan at evuy game, this same public opinion will prevent him from treating carnally evoy "knocked out" player. The phytidan wfB hesitate to ray "The wind was just knocker! out of Mm." 5. Stretcher* must be made available for every football game. A slight subdural or extradural hemorrhage occurring away from the vital mum may stop oaring and may never rause any threat to life if the pa- 64 35th Notional Safety Congress, 1947 tient is imaaaSatdf p*----1 in a recumbent position and bother ootioa, such as walking or being dragged bora the field, driven borne in an automobile. unduly moved for X-rays, or otherwise carelmty handled, is prevented. Many a small vstebral fracture or partial dislocation of the neck may never cause say serious damage to the cord if the patient is kept quiet irons the first instant of injury. The above mentioned exertions or careta handling ran make the fracture worse or further dislocate the vertebra, which is chiefly responsible for the subsequently damaged con) and complete paralysis that may cause a life of hdplomai even worse than death. The small tean or punctures of organs in the so-called internal injuries may subside if the patient is kept absolutely quiet, whereas exertion may cause con tinued and fatal hanonfaage bom these injuria. 6. Absolute rest in bed, avoidance of damage by further exertions and dose ob servation by a named physician v3 redace mom bat will ] dinbOsTv, The dearth of remWrira M a ful j I W4 again* dm hazards mi the gwa Speaking from the CwipMt of trihiiu, erery football fatality AasU he faflowed by a cueful autopsy with a very derailed report of the site and oaq more mi the Iqjury. Sach general ntcaais as "oscheal hemor rhage," "spinal injury," or "Internal injury" are not sufficiently informative as to aid in a prevention fight. If, in the rase of head injury, autopsy re- prats should reveal that mo* Of the cerebral hemorrhagm were at the base of the brain, involving perhaps the numerous blood ves sels making up the rirrie of Willi*, then the vulnerable spot in cadi player would be the base of the skull where It joins that of the spinal column. Further ready might reveal that the present hard* plastic headgear is the activating forte at this vulnerable spot or enhances the danger of injury by confercoupv-the force waves centering at a spot in the skull or brain directly opposite the site of Use blow. The pathology responsible for deaths, as revealed by three autopsies, combined, with a careful analysis of the type of equipment, the nature of (he play that caused the acci dent. the condition of the player at the time of injury, hit iwnlhir care on the field. Mi rrsmporritioo bran the field, whether taken home or to a and Use ado- qmwv of she nefiol or ncgial treatment iminii iT tulf fatnhh iki 1 nti I i us lj of mmfaads of pexmnsi-- mt football faraBrim. H*UL*T JtTZSSNOOK SESSION rt 1947 U kCraacapolie faUk Schools ShmlB and Ftahuw: Station of Inunction. orgusadsn tha> nlftt and ether typo of duration be psomomd theengh the use of wsom seams and (otam. There Is hardly a recognised safety ragasnasloa fas the ass- cry fans that iatisa mpoo coodnetinga school program. and we can add rigA/fuIfy frelsu. Conpfod with the demands and suggestions in schools from sods hgiitmte osganiratiom. cense offerings and entoing wedges of countlea other group*. wUng publicity by ridihg School mod College Seaoiwme 65 the reairaas ml she winy retirement, In the tad rank, the school is arafrooted with amirmr~it pexreuH to sponsor refety projects. In aV-iMme. the school muse evaluate three iltunih There are throe, major ways in which we ran generally evaluate the desirability of soraBaf stums and features, regardless of the educational area involved: t. Is the ezd desired a proper one? a. Xs the project in good taste: does it gala to value bom its sponsor's identity? p Is the project educationally sound? In applying the first test--the dctfrmbility of the end remit--to a.refety stunt or fea ture. we cannot well quarrel tbat conservetioo of life and property are derivable ob jectives of school and society. The point is, however, that the same educational teds* nlqnre ran be used to teach the good or the faud--theft or beoraty, for example. la connection with the ----* tat--the nature of the ipoarer the fact that a moot or feature has a sponsor dees not per m make ibe project either goad cc fend. In fia a paaj re in the cam of the Cwwrgie. Bren award. The tree ic dsn the a--jtet gate vaMe bom ml a child. place in i to schools- The hold a soft drink shown on the in 'gard to be ad it oh lannntslr mssnfarfortii and the like. Re gardless of the spenmr, however, all stunts aad features remt meet the outlined tens. The final tret a perhaps the more impor tant ooe if the UMt mr feature educationally sovndj Doe it advance Warning? Dora it bene fit the whole child? Is it a valuable addition to existing education to the area moreined? Is It in proper perspective to tbc whole edu cational program? With three teres in mind* let us consider various stunts and features that are proposed to schools. These ideas have the common characteristics of differing from the ordinary school routine, of being attention getting, of short duration, often involving a schedule of prires, and invariably serving to publicize an organisation ox an individual. Perhaps tbe most common stunt or frature Is the contest--be it may, poster, slogan, song or ochre variation. Writing under tbe title "Non-Allogle Contests'' In Safety Education Afifoinr foe November last year. Cordon Graham of Detroit notes that "many school systems have explicitly prohibited participa tion in all cootrats on the basis that they are wamefial of sdaonkml time and effort." Con* tares grasraPy rail for tbe performance of some \ tpecfalwd afakhty and are of interest aad con- f wqneady cdneational value to the favored] lew. Mom --nflkiili see red when the* weed earnest Is mmikewri They engage in umttsu under protest. The ordinary mn-of-mlne "write too words and win a new car" type of coolest is educa tionally poor and has no place ia the school. It is sometime* jwiNc. however, to suri iMn P the motive of competition with wfi. dent mfcgoaefo so make it palatable to the tdsal an a trial haan. posdao Graham's arride, pulsnlf nluiei to, outlines year- maiqdhn^M. with a careful* ty damlapsd reuisg sctnfaW, as acceptable. A masewhat fimhr psefoq was cunduacd In Phuhnigh schools under the auspices of tbe Better Traflfe rr--aims aboot to yrars ago. Safety propams in the schools were evaluated over a asmmtre slnif tbe lines of tbe Na tional Tnfic Safety ontaL All schools reach ing a lemtmnhle level of attainment were pre sented materials for their school libraries. A foOow-up was made in analyzing tbe quaiiwuiw. and reprinting interoting projects lar tbc inhumation of all schools. I to give contest criteria, because contats n frequently represent poor plan ning. Jo popular Is tbe contest media, bow- 66 35th Notional Safety Congress, 1947 ever, that tome suggestion* may atvage a contest that otherwise would meet oppesuttoo, antagonism and poor partidpation, Individ ual prims should be avoided unless the con test is designed to interest and encourage the gifted few, the contest should operate over a long period rather than a short one; all pupils, or better all daws and schools, should participate on an equitable basis; learning and classroom materials should be furnished pupils and guides should be fur nished teachers; all types of safety education measures should be encouraged nuher than asking for a single item, such as an essay or pledge; and, finally, rules should be drafted and approved by a committee of teachers. To summarize contests: schools don't like them and feel that even if a drive or special emphasis is necessary, better man education is pomible in other ways. There are many other projects, stunts aod features. To name a few we have cbedt lisa, special weeks and days, parades, meetings, camps. Inspections, puppet shows, outside speakers, exhibits, etc. All such ideas can be good or bad, depending upon their cdua- tional use. Rather than discius these many stunts aod features in detail, let us rather consider a plan for bringing the school and the safety organization together, both working toward the safety educational advancement of the child. Conside? the afety organization. It Is charged with or has assumed a responsibility to reduce the community's accident toll. It is manned by laymen aod promoters. It gains its funds by subscription and popular ap peal. Publicity is its lifeline to continuance in the public and school safety fields. And now consider the school. It is charged with preparing papds to live successfully in a democratic sodmy. Safety education is but one of its many subsidiary its person- ixi ccinnim ct tochers. Differing as they nay in function and or- pniniica. both the school and the safety group are interested In the child. Shouldn't this be (bar co-operative goal, then--the good of the ditto Tbe safety organization should meet with and consult with the school with the point of view "what can we do to help Joo?" rather than that of "this is our program; you any it oat." The natter of credit b of secondary iapwusoi sad, as a matter of fact, credit aod publicity will follow the dollar like the dollar follows tbe flag. Tbe school, too, h a responsibility of working with the safety organization. Through personal contacts, through membership on committees, tbe school should acquaint itsell with community safety agencies, let them know Its program and aims and problems, and be not afraid to ask for help. If schools had taken this inidative 'yean ago. we would not have the present com. plaints of contests and stunts and features. It Is will to* mention here the dilemma in many communities where a number of organiratiom, all of them reputable, seek to compete in safety for sponsorship of school projects. One solution to this problem is the development of a working arrangement through the yean: another is to fora a community-wide child safety committee. When the school and tbe safety organiza tions' ate brought together at the conference t^ble, the good of the child becomes tbe sole blue. There are many items for mutual con sideration. We want to know, for example, is there a need to do more than we already axe doing? Is it continuing stress or a drive (hat is desirable? What it the school doing now? What would it like to do that the safety organization ran help make possible? And we, also, ran mention, if tbe .school re fuses to >cr its community accident challenge, what should tbe safety organization do to stir the school to action? U, out of the discussion, the need for In creased safety emphasis Is apparent, the dis cussion enters the planning stag* of what and when and bow, and the Thousand find one safety stunts and featurm can be comldmed. A few safeguards were mentioned in cooocctiofi with contests.. Additional cooridcradost might include the following, although tbe lot is by 00 means aH-iudushre: 1. Accident itdacdoa is not an overnight affair; U mulls from continuing rather than sporadic education. 1 Fofat the project to a specific need, as the bicycle problem in the fourth grade. j. Foffosr the school's routine as closely as paerih>*, without interruption of the day-to- day program. For example, encourage boom nkq acxrritiex at the time of year suiting the school, mat dmring the third week of an arbitrary no sccirlrm month. 4. Provide safety materials for rearber and popil use. j. rim rasphmss an program rather rhfrn on project or mow. To print a course of School and College Sessions 67 mdy that (be school prepares is better edit* atloo (ban to repciot prize-winning saw, 6. Except in unusual situations, don't force the band of the school.' Let the superintend* ent have the veto power. 7. If possible, test the project in a small way. At the very least have experienced teach ers evaluate the idea and develop rules and regulations. 8. he wary of prise awards. School or class room recognition is preferable to individual awards. The best policy is to have awards within the reach of all and to recognize all reasonable effort. As a corollary, avoid con tests. 9. Have preparation and follow-up to all projects. Good education is like good grass. The soil must be prepared and sown and mowed and watered and fertilized and weed ed. A momentary tonic will not produce a butlog stand of good turf. THURSDAY MORNING SESSION October 9, 1947 Group MMHnq on Secondary Schools Presiding: rot C. Sxyan, Principal, Western State High School, Western Michigan College of Education; Chairman. Secondary School CotntriiUee, MJ.C Overcoming Obetodee to Safety Education National Safety Congress By PERRY J. SANDELL Supervisor of Health, Physical Education, Safety and Recreation. Department of Education, St Paul. 'Mum. Lading educators have recognized for a good many van that tbe teaching of safe living has an essential place in the curricu lum. Like anything new, however, safety education bas been slow to find itself in our schools. Tbe need for afety is so apparent that it seems unnecemary that any justifica tion be given for iu inclusion in the curricu lum. If the need is so apparent and if educators recognize this need as they must, what then are the obstacles in-the way of more effective training in safety? Although safety is a condition which affect every individual of every family, every family of every community, and every community of the nation, safety still has not been recognized by society in general as an important force in prolonging and enriching life. This meant that there mutt he a conceited, co-ordinated, effort to educate every individual, capable of education, to the importance of afety habits and attitudes in making tbe boat and com munity hue bum "booby traps'" meneat and physiraL that wQl cripple, maim and kin. Eads individual must be made to derdop tbe sense of social responsibility which must be his if afety is to become a fad rather than a myth. If and when this final obstacle of Individual lethargy is overcome, then all others will case to exist, A second problem or obstacle in the way of afety education is that of bringing to gether and co-ordinating tbe efforts of all organizations that are actively engaged in any phase of the safety program. Much duplicity of effort exists resulting in an enormous waste of money and energy. It is encouraging to note that the seriousness of this situation is gradually decreasing because of tbe splendid work of agencies authorized in the safety movement. The direction given is the great est contribution toward the development of united action. An effective co-ordination of all agendes. public* and private, official and nonoffidal. is oo< only desirable but an ab solute necessity if objectives are to be achieved. Another. serious handicap to the develop ment of afety eduation from the state level is the lack of personnel in the state depart ment* of eduation to adequately assist and 35th National Safety Congress, 1947 supervise schools in inidatSog and expanding is onoecoiary that tochers have additional their punnw, In me Mates, safety edu vrock in this field. The fading exists that cation. to one oc lam of its aspect!, bai accidents are the price we most pay lor the j^*i mandatory through legiiladon. advantages and benefits of oar many modern In such Intfsiew a staff member may be conveniences, and there h nothing that can provided in the dqmtaat of education. be dene about it. We must at an times, howCompulsory safety education in Use schools, ever, keep in mind that all accidents do no* buwerei. it BQt common, and very few sates just happen; they are earned. bare a director of safety in tbc deportment One of the diScultim which has been en of education. Whatever is done in this area countered Is that of finding a place for in is ordinarily delegated to khm member of struction in safery is the elementary and the staff wbo already has more than be can secondary curriculum There have been many effectively accomplish. This situation will dheustion* centered around the problem of not be remedied until sufident ippropra- "whether safety should be might as a pacific Liom are made available to each state de rouiae just as is English, ithcurii.i. etc. partment of education so that the total tunc- Should it be treated incidently to the various tion of education, as we rccognia it. can be subjects, or should it be taught as a separate realised. unit In the ewni subject msttn1 tttri Education, daring the war and dot^ has Trachea, generally, believe that inddeeal suffered immeasurably from the Isft of quali teaching is entirely yiiiiMsms/, and thee fied teachers in many of tbc subject matter safety should be taught M a separate fsM er fidd*. Schools have sees the remits of this as separate units in the various fisUsu The and are greatly coneemed. Efforts are being answer, of cosine, is one which the fecal si made to encourage boys and girls from the upper *5 per cent of the high school gradu lion. RrrowHhrndstions are ating damps in make education their cares. one of the latter two ikuwriiu vhoeM he If trained teaches are essential in other areas of learning; it is logical to ---- that In coodBrioo: ] wish to t the same is tntc hi the fidd of nitty. Still 1940 yearbook of the Americas i the number of teachers in our schools today, of School Adminbcntom. with any preparation in safety, is negUg|bl& concerning safety ntsuriw, > Specialists axe needed in safety education as the committee, if given 1 well, but the great need is for teachers in would do much to sotvc smmf 1 every field wbo have had a background in* cutties which exist in the 1 * the rudiments of safety education. safety education. The soggations'i Safety cannot be aught in the traditional lows; textbook manner ooe or two yean during 1. Experience shows that 1 the elementary school yean ud one year in are preventable through a ] the junior high school program. The devel opment of habits, attitudes, skills and knowl . Instruction in safety is an ----r parr edge in safety, results only from a continuous, of the modern schools* program of producing presentation of experiences which will remit good dtiuxs, in behavior changes in the individual. Why 5. The determination of the tfeactn' end then are not our colleges and universities extent of the school safety program and thr preparing teaches in safety? 1 have asked selection of teaching methods to be used arc this question of several college offkfab. The professional injrmsiWiriai of hiaiasL answers given have all been very simitar. 4. Rural schools operating under namoouf Elm, adding something new to a college conditions specifically different from thorn of curriculum h a slow proran. Secondly, there has been no demand on the part of school administxatots for teachers with this special urban schools should make an dm to ad just their safety programs to the apodal con ditions of environment. training. Why, you might ask, is these no 5. Safety education for adults Is a primary demand lor teadren who have bad a back responsibility of the cotsmoity and the state. ground of training in safety education? Ap parently the reason Is that school administra tors fed that suBrtenr c-mphwfo is being . In ads community it is the xeapcaribO* icy of the bond of education and its execu tive staff to bund and maintain school bufld- placed on safety in tbc schools, and that It ingt which are safe. School and College Sessions 69 7. KmpooeftalUy for areas of safety edocadots not tbrignatert spedfically by law should be ripr* by sgreesmt to the agenda most amptra to achieve the dednd goal. 1*. In their rifott to advance the safety movement, educators should recognise the need for appraisal and research. 13. It is remarkable bow much can be ac g, Teaching the youth to be safe and Intel complished if no one b too anxious about ligent operated of motor can is a responsi bility of the community. 4 The school has a responsibility for sys wbo rectires credit. 14. Muin* programs of safety eduatiou should be adequately financed, 15. The time has come for educators to tematic iortniakxi in all aspects of safety. prepare tbemsdva tor leadership in safety in, .School systems embracing several schools education ifesUi osganiro mfecy coordinating agen These statements, although submitted in cies. 1940. have doc outlived their usefulness, and ai, A fosmal er informal safety axiotil or If these suggestions would form the core rommsiir or other liaison amoug safety around which to build better safety educa agenda, -fco-u be ottblahcd in every com* tion programs and a safer world would Ovwcondna fiw Obstock. to tha Introduction of Safety Education far a School System By HERBERT X MOREY Saparrisov. Bmlth and Safety EdiimHno. Curriculum Pit., Lorn Angel., CRy Board ef Education As inherent, trait in mankind seesm ta be the dmfae to are something or somebody. Some people save junk, othcra money, same me souk, usd some just rave lives. Thcreinc, we have antique dodos, beakers, misfesstiB, sri An National Safety Cnagiim Throe migbC be socbc question as tn which is she harden to save. If you ate toBf fa Ohw pottery of the Ming dyamry. sm deeftc yon wSI argue far aotiqea; in my eem an rvc fisif the etutive dollar very dd- as thtir jobs and the result Is imiiBy do- oasrqlsg 1 suppose the harden lUag a m, itw|ti. is Uvcf-tmraan liven The dffff- enky k thee w* man rev* eau Mai spends his life laventing new demon and pdpn with srhkh to kill hinriL Be tgfcm any sumps 10 make the wsM a safer pfeee in whfih to hvn. He pots every tmeff- rneMe ileliih m the way of any missy pen, gram. And Mr ramisnn his depletion by rinlnrot as m akemrag an Of men dean* deril of this iamsfedp Be dram's The only way to mve man from himself is by means of education. The educational program oust go much further than the school. It must include tbc borne and hidotty, and k moat be carefully planned and be continuous It should be carried 00 Intel* Mgeucty in the borne long before the chOd ensos ulisiT. The sebook and the parents man week npV with 00 relaxation, from roy cf rwdhntfit until the child ` or kavw school. Then, at be must protect itself by in ks program to mve man j afoot that the child develops 1 and habits that wtQ remain a pert ef Ms pmonahty far the kk of his life. Thus. if the sehosls are to turn out titisent property equipped to msec the needs of life, it k Imperative that the prograxa be care- " ` with an eye to the most on- `; ef the individual, many to a desirabta in a school iptes.* Before a can be inaugurated, m sM ei three obstructions must be h is unlikely that any wfll eve* overcoins all of then. 70 35th National Softly Congress, 1947 it is essential that as many as possible be cleared oul of the way. The administrator or supervisor charged with setting up a program will find the overcoming of obstacles his most important and mem difficult task. Many of the obstacles have been Hitniwd before but let us look at them briefly from the view point of a school system. The obstacles seem to fall neatly into two groups, those of inertia and those of admin* istration. Inertia, or the inability to scan the ball rolling, is usually aused by apathy on the pan of any or all of tbe persons or organizations that arc vitally involved. Iner tia is the greatest stumbling block in the way ol a successful program and is tbe hard est of all obstacles to remove. There b some way around every other problem, if aD par ties involved really want to solve it, but tbe one necessary ingredient to solution is the desire to reach a solution. Thus, apathy on the pan of the community, the dty govern raetit. the board of education, the administra tion. the faculty, or the pupils will seriously handicap any program. Tbe desire to overcome inertia may origi nate from any source withid tbe community. Too often the parents have to build a fire under the principal, superintendent, or board of education. Many different methods have been used to accomplish this. Radio commentaton and newspaper editors have been extremely successful in pointing out to school authorities the wishes of the community* Service ddbs often arouse the interest of lag ging administrators and originate very con structive programs. One targe service dub has taken an active interest in driver cduslion and training and has been instrumental in introducing it in many schools. Through their efforts in one California* dty, four dual control can were presented to the local high school by the four automobile dealers in tbe community. The school authorities are. not always the ones guilty of Inertia. In many systems, the schools want to install an adequate safety program but they are blocked by the mem bers of tbe community. Usually cost is tbe factor involved. Here the problem is to over- come the apathy of the taxpayers. Again, the service dubs and local oiganiratioos may help. This time a community educational program is needed. Successful work to this direction is often accomplished throogh the pupils- Wc find that the most soccorful method of getting at the parents is through tbcir children. We arc experimenting in our elementary school* with a serin of safety check lists that the pupQ and parent fill out together following a lesson-in the classroom. After inertia has been sufficiently overcome to get into the planning stage, all kinds of administrative hurdles Ue in the way. The most common difficulties with which we have been confronted in our school system hare been tbe cost of tbe program, finding a place in tbe curriculum, teacher load, and lack of properly trained personnel. There ate several ways in which tbe prob lem of cost may be met. In most systems it is just a question of selling tbe school author ities and the taxpayers oo .(be Importance of the program. If they are convinced that it is necessary and tbe money a available, they will usually pay the bOl. Where they omnot be sufficiently sold oo the importance of tbe program or where there just fsa't the aoocy to spend, many systems are accepting help from outside. Materials and equipment may be donated or loaned by local business firsts and money may be subscribed by clubs or organizations. In one of our schools where we are using om. of the ran leaned by the American Automobile Association and the manufactuicr, the local dealer has ottered to service the our at no com to the school. The problem of finding a place in tbe curriculum has been a hard one in our sys tem. With a program already heavily over loaded by state and local requirements, prin cipals are reluctant to add anything new. Our answer has been to ask for as few new courses as possible and to encourage adding safety units to other courses. We .have been quite succenful in getting safety added to saiior problems. stadia, and science, as well as the bid faithfuls, homemaklng. physiol education, and shop. Where we have tried to set up special dimes, ax in driver education and training, principals have been reluctant to crowd In one more course: Com munity pressure seems to be tbe answer. Teacbo* load Is an excuse that is fre quently used by disinterested principals. Again it is mainly a case of tbe principal deriding which pvt of tbe program is most important. We have found tbe teachers to be the easiest personnel lo rd) oo a safety pro gram. They are quick to snasc the value ot Mr contribution and usually will give gen erously of their time and effort. In one of our the quotioe came up as to what would be done with tbe driver education abd School and College Sessions 71 training cUet while the teacher was on the road in the dual control car. There were no study halls to take care of tbe students who woe no< in the or and the principal was about to drop the entire plan. Six teachers came forward with offers to teach drives education during their free periods. In order to qualify themselves, all six attended a summer workshop. We have experienced little difficulty in securing property trained personnel in tbe field of safety. As pan of our in-sarlce train ing program, we regularly run safety con ferences and workshops and they art always well attended. Last summer, tbe Los Angelo city sebr 'vb and the Los Angelo county schools cu *med efforts and conducted a 40hour work,, jp in driver education and train ing. Even though none of tbe Leathers re ceived any compensation, more than Go at tended. The problem of aaualty building the pro gram a not to be overlooked. If it is to ful fill tbe needs tbe community, representa tives of the community should participate in the planning. Every one of our 410 prioripab 1* encouraged to work closely with his community and we wouldn't think of starting a project without having representatives from toureud groups sit in as an advisory com mittee. Recently when ire wanted to start a "firearms" program, we called together rep resentatives from 11 interested organizations. Not only do the civic leaden know what is neofad in tbe community but they represent tbe people who pay tbe bill. Their stamp of approval will draw a large following, Prett* doit Truman, by endorsing tbe Highway Safety Conference, assured nationwide beck ing. No school system can afftxd to overlook the* cooperation of local organization*. Parent* Teacher Associations, church groups. Boy Scouts and Girl Scouts, American Legion. Na tional Safety GounoL AmoiewRcd Chowand service dubs have cootributed invaluable service to our program. Recently, when we were faced with tbe problem of selling to parents the idea that getting their dSditB safely to and from school was a parental as well as a scbool responsibility, tbe district safety chairman of the Parent-Tocbcr Amocation stepped forward with tbe suggestion that she conduct a campaign among the par ents. Our county council of tbe American Legion has just completed a buck-to-school safety program in which tbe Legieo. tbe schools, tbe local police department, tbe Naclonal Safety Counril. and many other in terested organizations of Los Angeles County worked side by side in a very successful pro gram that stressed the safety of school Chil dress. Through the co-operation of (hoc organi zations and the local newspapers, radio sta tions, and other advertising media, the pro gram was beamed to the parents, the motorists, and the children themselves. Sev eral of our local service dubs hare shown more than pasting interest m driver educa tion and training and we are hopeful of securing some constructive aid from them. It Is imperative that the schools work closely with other governmental departments, Tbe police department, the fire department, the city engineer, tbe state motor vehicle de partment, and tbe state highway patrol axe all usually glad to help. At least they will be glad to offer free advice. Accept it and then put them to work. Once you get them work ing you bare them on your side. U is necessary to be wary of over-enthusi astic organizations. White we have found these organizations helpful in most cases, much of our time has had to be spent in directing tbcir enthusiasm Into constructive channels. Recently an over-zealous committee nearly put our drive education and training program on tbe rocks. In .a very determined manner, they set out to force a class into a scbool where the principal was already plan ning to start one tbe following semester. The trouble was that they wanted it to start im mediately without waiting for the new tens. There was 00 qualified instructor nor car available, but they wanted it right then and there. An attempt to start a student strike faded, and the unpleasant manner of the members of this organization alienated sev eral of our board of education members. Although tbe course it now installed and running smoothly, we still haven't overcome tbe setback. Last spring several representatives of a large and influential organization called on us. They had heaxd that the schools were doing nothing about safety and had derided to set up a driver education program for us. We suggested that they investigate the present program and then determine where they could help. They thought that was a good ids and tbe iitnsrlgarioa amazed them. They still haven't come forth with any help but we haw hope. 72 35th National Safety Congress, 1947 Eloquently we are placed In tbe cmbar-' nn| petition of having to turn down, tot use in our lAeob. material* that present a negative approach or ate otherwise unsuii- able for school use. We are still trying to educate our friends and would-be helpers to take us into their confidence from the be ginning. How many headaches we could save if we planoed with them instead of having to ay "No" after Use material is printed] An important part of a school program ft that of evaluating it and keeping an partici pants, from tbe members of the commanity to the pupils themselves, property Informed. Methods by which programs any b* evalu ated may be established by tbe same group that helped plan for the program. Of course, the main yardstick by which Us success on be measured is the degree co which aeddots have been controlled. In determining this, the growth of the community and increased haiards must be taken into consideration. Citizens of our system were quite Interested recently to find out that although the popu lation of hoc Angeles has more th*n tripled during the last *5 years and numbers of school children and motor vehicles, as weU as traffic deaths, have Increased proportion aLely, pedestrian traffic amoog school children have decreased. The ne of radio programs, newspapers and motion pictures should not be overlooked in keeping tbe public Inforated about the results of the local program. In the space allotted it has been impossible to dtseuss aU of the methods of overcoming all obstacles, hot through education of the memboa of the community and through co operation of the cducaton and parents, boh problems os be worked out U the advantage of society. We. as odutasuss, one realise that we arc mining fstaase iliine far the miiiiu-- m in which they wiB be placed. The dofae for the type of program m will introduce must cook from the students and pursuit Often they ate ahead ot tbe rfsmfc sod k Is omr roporvubllity in bring m school people p to the wandsids desired toy the public. On the other hud, we cf the schools cannot shoot ef on ora own. Soractiraq we say mwgnhe a need brim tbe public das. Zb that case it is our nspntibility to eae that tbe seed is planted la imOe territory. At any ate, the program must evolve fans the needs of society and so serve a democratic aodety It mom be kq* democratic. Only by (he wsstluid cheats of tbe cha sm* of the rmraenity and their tqtuutatho is the schools on wo produce a safety education ptugum that wBl save man horn hlnadt THURSDAY MORNING SESSION October 9, 1947 Group Consultation on Safety Education la lb* TTomonlnry School Conducted by fit* Ktoiwitei School Commit*--. MAC. l*ressdirtg? Uaiy May Wntw, Supvr,, Safety It Spedal Eduatioo, Public Schools, Ltsusvillc, K.y4 Chairman. Participants: James W. Hank, Principal, Hubbard Woods School. Wlnnetka. TIL; nalrwun, Editoffal ^ubm--fiirr, NiXI Mas. L. g. Nksquqn, National Chairman, Safety Committee. National Coogros of Parents It Teaches, Salt Lake City, Utah; Chairman, School It Community Coordin ation Jabrosumittre. N&C. Schooland College Sessions 73 j. . WlNMov, Dir, Public Relations, George Peabody Teachers College, Nash ville. TsSh' Chairman, Public Relations Subcommittee, NBXL Pupils sad former pupils of the Hubbard Woods School, Wlnnetka, BL, who have had soddents typifying (hose happening to elementary-school boys and girls on a nationwide basis, will Cell briefly of their acridcitfs and how, they think, the uridou could have been pmtowL The members of the audience and the consult ing baud will then endeavor to outline a program far (he elementary school and far the community of which it as a part in an sflast to help prevent these acci dent* and so prepare the boys and girls fa* bamaflt they win meat after leaving the guldens* of the school. Cauauldug hoard Members Composed of tbe Bmosny School Committee. NAC. CHAIRMAN WYMAX: 1 think we have a *oy i--oraihg program, and I hope the Erarr at going to be so interested that We ksvt a unique program today. We have vast rual boys and girts participating. Seme* limes we marten and parents get far away bom boys and girls when we talk about rcbnol alM f am not going so make any attempt to do the latituiering; 1 am going to let .Vivian Weadsn dm that. Why were Hubbard Woods children dsostn to be on our program? Were they duns because they have aoac aoddents. or booms* they have fewer accidents? Were they risosm In order to stimulate Hubbard Woods la do something about accidents, * was flubhaidi Woods school such an )ob that It waa a natural? Mia* Wooden ii going to left us why Hubbard Wood* wfcrtol w* liman VIVIAN WEEDON: Throe of you who hra bsts coming to Conpeui far the last nine yearn knov that woevhew fa tbe Con* grew 1 have always jumped up and mid. "What don iMs mean to Tibbie and Jim and the snt} What does this mean to wr in ragisfrtfiou that we Ibrga our youngsters. Today K wanted us aQ to food at (be ma terial wtth which we work--yon might my the "day*". I thought at first we would just bring In wane five- to foorteen-ycar-old youngnm and let yon look at them so that when yon started to work you would have in your mind a dear picture of what you were talking about. But we derided it would be even more interesting if we could have boys sod girts who had had sotoe experience with aeddenu. 1 want to my that I am vary proud of Hubbard Woods bequse they accepted this invitation without a question: People to whoso I have ulked since have been dumb founded. "Do you mean to say there's a school chat is willing 10 put tbdr aeddenu on a national program? After all, we're sup posed to be ashamed of ouj- accidents!" Only a school like Hubbard Woods, be cause it is so secure in vtai U is doing, can question what it is doing. We have tried to select accidents that were typical, from a national point of view, but there are some accidents in tbe rational pic ture that Hubbard Woods does not have. Another reason far choosing Hubbard Woods is that it keeps tbe standard student accident reporting system and it uses tbe records. MR, JAMES W. MANN: When 1 asked tbe boys and girl* about coming here 1 told rhoa that they weren't selected because of their names, but because of their accidents. We will get right on with our story. 1 remember, one April afternoon about five years ago, something connected with a big blue dog which Jims Mabie is going to tell us about. MASTER JIMS MABIE: Well, it was in the afternoon, after school, that the tragedy happened--if you care to call it that. We didn't, have much to do that afternoon, so w* started to go oa the swings. 1 bopped on one and it startled to go up, and one of my friends-pushed me. I was going higher and higher, and suddenly a dog appeared. I didn't know where be was because I was having fun. He started to walk la front of the swing, getting hit all the dure. I tried to sboo him away toot be wouldn't go away. 1 asked tbe person who was pushing m* Co stop, but he mid "No, this is fun." So be didn't stop. Elnally, when be did, and 1 got of, I waa a little toad at him. The dog mine up and hit bk. It didn't cause me too much fncunvcnkwcfe. It tore my pants and ! bad to go co tbe doctor. lt could have been pre* lentad. Tbe dog could have been penned op at home, or the boy who was pushing me could bam stopped when Z asked him to. became I knew trouble was going to start. NJ 74 35th National Safety Congress, 1947 MR. MANN; Thai's fine, Jims, At the time could have done something. . we impouded that dog it turned out he hid Ill my other acddent 1 bad jtat gone out just gotten out of the pound in the Tillage srith dad to pat the ar away in tbr garage. of Kenilworth for baring bitten another child. Tbe gangs is pretty tar away ftom the house, Jims* point that the dog should have never t was running tad. We have a stone drive, been loose was a good one. way and 1 was racing akmg. We have a dog, Nick Kronvrall'i folks bought a form re He was ju* a puppy then, and be ran out. cently. Naturally be spend* a lot of dam and 1 was jaw racing akmg and Casey ran there. Me likes the farm. One day he had a out la boot c m. I stumbled over him and little difficulty. f went down on my hoc. My knee and my MATTER NICK KRONWALL: When I shoulder and everything was all bloody. 1 won out to my dad's farm that day I was think maybe if tbe dog hadn't been let out, otct at the next door neighbor's font) near or if S Mat bees* raring so fast, that could a stream. There is a little crevice cunning bare bees picvntwL along the top of the cave that 1 had previ MR. MANN: You don't mind If I mention ously built. 90 l put sod over the top of the the foci that you are one of them quick, cave to cover up the crevice to make it more active children. SaQy? Saffy more* around like a cave. When I was digging in the cave, pretty Ease. dirt and tod fdl down and got in ay ear. Charles, you were about seven and a half The only way I think this acddent could have when you had your la* flying machine ad* been prevented would have been to put venture, weren't yon? Tell us about that. boards over tbe top of the crevice and then Charles was a real admitmer at that dnr. sod on that. MR. MANN; Thank you. Nick. Thoe two boys are in junior high school. Sally, who is next, is also In junior high school. After we finish with ber we will start with cftakften from the sixth grade and tower. Sally, will you tell us about your two ac cident!? After all, people have two accident* instead of ooc. sometime*. MASTER CHARLES CLARK: It was a summer afternoon and I thought I could parachute with an umbrella. I. was on the second step and (hoc was a sidewalk right down below me. I was dying to jump acrow the sidewalk from tbe mood wep to tbe grass. So I took tbe ttmbte&a and jumped aenm. aad I hit my eye aad It got a9 bloodshot, One way k could have bncu prevented was MISS SALLY ROOS; The fix* and moat not to bam mewed around with aa ambreOa, serious accident t have ever bad was when' That time I was pretty young and I* didn't I was in kindergarten. It was after school, know any better. a nice day oat, and a girl and I were playing MR. MANN; I repent--Charles was seven around on the horizontal ban. They aren't aad a half when this happened. The second very for from tbe ground, hot neither m I grade mums to be one of the period* for at the time. 1 was hanging by say teem and sdwosie, she starred to talk to m 1 don't know what Tibbie, would you Hke to teD about tbe happened, bet I ML I lefl on my shoulder, time yea wets Skating? and it butt me pretty nadt m I MW TOHK MacFARLAND: One Sun we'd better go home. day afternoon f wens skating, and I went off We woe playing amend home, and not until later did I ufi mm that I had , and she took me down to the donor. It the ice and cinght say date toe in a crack, I jo* about turned around aad I left down. I broke my leg. I think fc could have been turned oat that S find a broken collar bone. picrimed if I had hem a little more careful We coakfat go any place after that. I bad to go to the bn^iat and 1 bad to unt MR. MANN: We efid hum a little discos- thee prtsty long, aad by that darn I m Ion Oiam the crock wfaca we were talking feeling pretty M. So I had x-mya taken, C cemiaf hem. an m whether the oat* finally, aad 1 gn tidt after thro. noticed by the I think a aapfc rf th'sgr thm oowld ham prevented that e*M have beta to km someone mpcnMag the pfa; ground after school hour*, aad I foot --/be tf the hea- k --*% : pest of tbe pond ` Tibbie doesn't t it to know whether er how bog it had been pital had seet of fannied up a tel* hit ft wf thee sort. It was one School and College Sessions 75 of tbe thinp we might keep in mind for diacuston later, Tibbie was ju* five when it happsted. ju* the other day Tibbie was getting ready to leave school aad a girl was roller skating in trout of the school and was walking up a Sight of steps to the sidewalk elevation where Tibbie was. We recalled the fact that you could get hurt on roller skates aa well as ice skates. Do you remember what the little gill told you when you said It was not a good thing to do? What did she say, Tibbie? MISS MacFARLAND: I don't remember too well, but I think she said, *T know how to do it.** MR. MANN: It was almost that. She old. "Oh, I'm doc afraidl** Tibbie and I recalled that Tibbie wasn't afraid of dates, either. But she still got hurt. Tibbie had quite a few days in the hospital and quite a little time out of school--it days to be met Albert, would you like to come over bee? This is Albert Wald. Albert remembers something about a new climbing rope is tbe gym. It was a good rope, too, wasn't it? MASTER ALBERT WALD: Yea, U was pretty good. We went up there aad we were going to pa* our goals that day. I m aO cxdlfd. so 1 got up to the top. and somebody jiggkd the rope. Down I went on my seat. I mid. "Onris! My back hurts!" Thai 1 think Mat Coeds gee a board and brought me down to the often, and finally an ambulance am* and brought aae to the hospital. I had some x-rays aad my back was taped up for a ooupk of days. X think that could hare btm prevented by my being more artful and the person who jiggled the rope being MR. MANN: Albeit wa In tbe second grade. Wc were frightened about what might have happened to bias. As be told you, be was complaining about hit back. We used (be board for a amdar and sent for the ainbalance ju* to be sure.' It turned out all right, but it might have been worse. . Jerry Olmstead, 1 think, has quite a story to tdl you. I wish lota of boys and girls could bear Jerry* story, especially boys and girls about tbe age he was when it happened. MASTER JERRY OLMSTEAD: We lived down scar the school, and we had gooe up to sen the Catholic church that was dot than. Then we were going to go over to oar garden, we* of the school. It was on a main rood. I --mjf out off the church and I came across the street, and then 1 went baric acraro the street and went up the step*. By that time my mother and father and my brother woe coming baric. When they got near the comer I went ahead of than. I saw a car coming, but 1 thought I could beat it, so I went across, and the car hie me, and toy brother says 1 just went right through the air. 1 hit my head smack right on the forehead. I WU ifl the hospital for throe days. UR, MANN: Now we come to Billy. I dis covered that things an happen in Winnetka and the same thing can happen in Beaton. Sapporo you (dl us about it. Billy? MASTER BILLY FISHER: I was in the car, and I think I wu rushing for a soccer game, f wanted to be fir* up at tbe game. 1 ran out of the car. 1 wasn't looking where 1 wu going, and my thumb accidentally caught on the door, and X slammed it right oo ay thumb. The oeber rim* in Boston, it was just the time when Mom mi going to leave, I wu getting out of the csr, and the mao that was driving me didn't see sry finger, so be slam med tbe door right on my finger. MR. MANN; Tbe same finger? MASTER FISHER: No. MR. MANN: Thank you, Billy. That brings up vn<*h,T point-accident* always seem to happen at the wot* possible times for mothers. Maybe you mothers have noticed that. (The children woe dismissed at this point.) Thoe eight children have told you about accidents which have happened to them. Their explanations of how the acddents hap pened and bow they might have been pre vented w01 be our topic of discudoo. Km, however, I want yoo to think about those eight chUdira--lively, attractive, lov able youngsters. They have left tbe room now. 1 could sot say this In front of them, but they represent statistically one-half tbe num ber of children between 5 and 14 years of age who will have been killed by acddent today and every day this year In the United Stats, if tbe 1946 me continues. Double their num ber (17.1) have been and wQl be killed on an average day unless we can be even more effectin' in our safety instruction. Aa accident, you know, is a happening which could have been prevented. Even tftough we wero proud this year of a reduced rate of fatalities at this age, we on never rest as long as even see is killed accidentally 76 35th National Safety Ctmgnm, 9947 or suffer* pain or disfiguration. We have a timber obligation ia Ike bo that the accident rate tor children year* and older ha* increased. We must remember that these otder chil dren reflect what we caught them when the* were younger. What an wc do to help them to live more safely in the future* It may well he that what wc do with them during their more formative yean will outweigh! all the efforts on their behalf later by teachers, par* ems, and the community. \V must know what to do now and we must attempt to measure the results in terms of future values. CHAIRMAN WYMAN: Now may I read this statement to you: "17.1 children between the age* of 5 and 14 arc accidentally killed each day in the United States. The arm of one or more adults lie* at the root of every child accident, for it is adult* who guide the child in (he development of the knowledges, skills and attitudes which lead to safe living or the reverie. It is the adult who deodea when the child Is sufficiently matured to as* tunic responsibility for his own safety the safety oi others. H i* the adult who un> dcrpnxccts. or orcrpntfecu, the child. The question for our discussion is: How can the elementary school, acting as Che nucleus of the community, set the stage for the develop* mem of s-phour-a-day, j6}-day-yar environ* raent in which children may live safely and may grow in the ability to plan for their, own czfery^and chat of others?" I think I would substitute the word "hap pily" for "safely** in the bat wmraa. Consultants are going to chime in, and 1 hope the disomion is going to be lively. ) rather thought tire children accepted a great deal of responsibility for their.own icddtott. MR. NILES ANDERSON (Pittsburgh, Pa.): May I comment first that (he word "happily" as a substitute for "safely" i* a good dsoiot I wonder sometimes if it would not be a more appealing word to children than the my deadly weed "safely". The second point I would like to make is that "the school acting as the nodecs" means the school should take the initiative to ex plore the community and find out what agenda* are usable, and work with the schools in the program lor a happier place in which to live. Too much of the motivation has been from the other side. A community group vrfU come to the school. I think that the school should mrvty the current nmna that might be wsd la a well*rounded program. MRS. L. K. NICHOLSON: 1 would like w ask Ms. Astdermo this question: Couhl aoc some of the crausaiiy group* cooperait in helping the school to mike this tuner- MR. ANDERSON: Yea. I believe they could Someoue has to start the ball rolling, and t believe it can well be the school who could call the community group in to sit around the table and dhows, "Where shall we v> Here b the problem." MISS JOSEPHINE TORO (Baltimore Md.): That has been the trouble. We haven't oiled in the community near); often enough. I speak as a representative from Baltimore. In our school, we are now trying to have what we call "open boose." at every one of our safm meeting*, and the parents are becoming more and more interested. >n that way we hope the member* in tbc community will know cur jimhhim* and will help us solve them. MRS. NICHOLSON: Would h not he a bombsbcil if you amid throw into your meet ing the ha that the adults are back of all (hoc accidents? We Sod that in tbc ttatonent read to u. It was rather a bombshell to ate, but I recognise it is true. MISS TORO: That is right. Sometime* chil dren could point it out to them,'too. They meet with them and discus It much better. MIL MANN: That adults were all chil dren at one time, weren't they? 1 think there m a fundamental question which we have got to ask oundres and whkh I am becom ing more and mace imonud In. t am a little doubtful and skeptical about aduiu. and quite hopeful about children. The accident rate has decreased in the jt-to-ig-ycar group, and from there on It be gins to shoot up. 1 am not a psydmtogasf, but I think I know enough psychology to at least make a tentative rtatrracat--probably we can do quite a for thing* with`the j-te 4*year old child which will carry ever into the i4*to*ao*ycar age group, thinp which will not only cut down accident* but will make children more eonstiou* of what happens ro other people. Maybe we should spend more time ex ploring not only bow we an help the chil dren to live happily today and to prevent aeddents that are happening to them at the present moment, but what kind of attitude* we an build for the future so that those youngsters will have a different outlook. School and College Sessions 77 JM as a concrete example, cant we do ticular case did have some effect and did <lo something, whm wc teach the child bicycle us some good, because it forced the schools safety, that will make that child a better to consider salety, whereas possibly they had driver when be starts in driving the family not done so previously. automobile? in the interpretation of the law, it also MRS. FRANK J. DOWD (Winnctka. ML): said you could correlate ibis thing -- you Doot you think the recent legislation requir could nuke concurrent iusmraion, which I ing safety iosuuctkm in all grades U starting think we have done down through the yean. the ball rolling toward what you have in We have tried to reach safety along with mind? other subjects.. CHAIRMAN WYMAN: 1 think thee Are teacben prepared to teach afety? It points are good esougb to list on tbc black is true that many teachers perhaps hare hoard. specialised in safety--tboxc just coating out Your point, Mr. Anderson, was that the of college. On the other hand, many teachers school* should take the initiative in calling who hare been teaching lor yean haven't had groups together. Tbc point Mr. Maoo made a chance Co prepare themselves. To assist that next was that schools try to be so effective particular situation 1 might remark that 1 in teaching oow that results will carry over got together with the Red Cross and we ar into the future; think of this teaching be ranged an imtructots* training course in ac ing projcctod-not just keeping bop and girb cident prevention for our teachers. irons baring an accident today. XIR. FRANCIS S. CHASE (University of 1 would like the audience to discuss legisla Chicago): I wonder i( that isn't a highly tion. Mr. Yeager, what do you think of this quetionablc use of legislative authority, I matter? have no doubt it may accomplish some tem MR. W. C. YEAGER (Sioux City, la.): porary good, but when the legislature begins There are places that the legislature cm to tell schools bow many periods a week and help in improving the standards oi the phys how much time a week shall be devoted to ical equipment of the school by not allowing a given subject, i think wc are getting on certain ineffidende* tf> be put into the build very dangerous ground. ing when it tf constructed, and that-sort of In the long run } think it will defeat its thing. The legislature an have standard purpose. You are likely to hare a sterile highway taws and rules on the streets and period oi an hour ooce a week, when safety roads around the schools. 1 suspect it could ought to be a part of the wbole school pro- even go ro far as to demand that tadben -gram. I would agree with what the gentle and pupils alike hare certain courses of study man over here tensed to intimate, in that in safety. But I believe that we bare to make it can establish .invt,wk Cor build our safety habits as natural as our language ings and for equipment, and ro so, and that habits perhaps. If it ted* it mat step Into tbc field CHAIRMAN WYMAN: Thank you. 1 woo* of instruction, it could instruct the State De da if you would like to state the Illinois law, partment of Education or school system to Mrs. Dowd? work out effective programs of safety educa MRS. DOWD: I ant state- it word lor tion. 1? j word, but the sum and substance of it i* Tbc legislature ought not tell the seboob that aQ schools, throughout all the grades, bow to teach safety--bow many periods a liiarixjgaiteu through ninth, must give stu week, bow long the periods shall be--nor dents at least one period a week in safety attempt to specify content. As a matter of inemthn. fact, if school people were sufficiently alert, CHAIRMAN WYMAN: The question it the legislature ought not to have to step into whether legislation is the best way Jo get that field, with any son of directive at all. safety education in the schools. I sec you MRS. DOWD: But they haven't been alert folks are sitting on Ibc edge of your chain all there years, and the children have been MR. ROBERT CAMPBELL (Peoria, ML): killed. It seems to me that legislation has I am Bob Campbell of Peoria, manager of started the ban rolling. It may be dangerous, the Safety Council there. 1 have some knowl as you say, but it certainly has started some edge of this state law that has just recently thing. been passed relative to putting safety Into MRS. HANSON (Evanston, Ml.): I am sorry the schools. I think legislation in this par to have to disagree with you. 1 hare taught - 78 35th National Safety Congress, 1947 in three systems, and it seam to me we uadi safety from 8 ut. until j:i; pjo. We try to ask the parents to carry on after that. I am in charge of the Junior Patrol. My boys come to me and ask. "'What are ire to do?" We have certain rules that the school has set up. We find that when children axe ac companied to school by parents, often par ents do not follow the rules. We ask them politely, "Will you please go so the corner where the policeman is sta tioned. when you cross the street?" And the parents say, "Thai doesn't znatlex--Fm with the child)" We are trying our very bed. You say we should leach safety for aa hour, little chil dren'* muscles and bones have no co-ordina tion allowing them to sit for a long period of time. It is better that we teach safety in cidentally. As a school, we should make rules tor safety, walk tingle file, without regiment*' (ion of course, and take one step at a time. Our playgrounds are supervised in the three different systems where I have been. 1 don't know what else we can do. The police de partment and our school system are co-ordi nating very well, and we also have a council, on which our Junior Patrol boys are repre sented. MRS. DOWD: When you say three differ, ent micros, do you mean Ml In Evanston? MRS. HANSON: No. MRS. DOWD: Evanston is exceedingly safety-minded. MRS. HANSON: 1 mean in the State of Illinois, MR. CAMPBELL: I think we in safety councils and other agenda probably fed there Is not enough safety in the schools, whereas there rally is. However, suds things as driver education and safety school courts and blcyde satiety week help to put emphasis oo safety. MR. HAL RENT (Racine County Safety Coundl, Racine. Wis.): I am another out sider, perhaps, but we axe interested la this sort of thing. We also have legislation in Wisconsin. In ooe of the schools, a safety program was given last year. The teacher lead the parade which consisted of six placards. iaxta inches, on sticks. Each placard had oac let ter on it, S-A-F-E-T-Y. Six children marched around the schoolroom with tboae cards. That was the entire safety program. Safety was legislated. The teacher had apparently made an hooest attempt to do all she know to put on a safety program. She bad no toots, noth- inf had been placed la her hands, the ap parently knew no source of farther informa tion--that was our legislated safety program. MRS. MARY REECE (Wilmette, UL): 1, too, am worried about things that are legis lated because, pretty soon, if we don't watch out, everything is going to be legislated and we are going to be told what to teach and when to teach it, lo our school, the police dcpatUDOit sends a pollcaaaan over every Meeday rooming for about a half hour icmlou with out nitiy council. He is coming nett week with a safety film. Our safety patrol boys are wdl iastroa cd; they are oo the comets at all timn. They omm to the room* sad explain the various rules: they explain bicycle rules: they bring demonstration* and put on safety programs. In Wilmette, for several years, wa have had* licensing of all bicycle*. Those licenses arc registered. Yesterday l was at our student council, and for 45 minutes children from the (ini through the sixth grades were there. For the roost part, became it is the beginning of the school year, safety topics woe brought up snd diwimd constantly. "What about the jungle gym? What about standing oo the teeter-iotten? What about this and that on the playgrounds?** Each one of those little children went back to (box rooms and talked i! ort with their group. So you have to think in terms of "An t doing this for an hour a week, or is it pan of the whole general living--building day after day on the problem* that arise in oar r.school?** UR, p. GHXIS (Boston, Maas.): I don't believe legislation is the bat aaswg. I think from the time the child Icavo home to go to kindergarten. until be finally finishes witb a PhD or any lemer degree, the child is bumping into safety in every dasrooca and every school in the United States, and some times the best learning that child gets, and the best teaching, is when be doesn't realize he is being taught. If you have cm beets to any school where they have formal dswn in training, you know that the sentiment oi the child after 30 or 45 minutes of character training is, "Thank God we can raise hdl for the rest of the dayl We've had our character training.** But the clever, successful character train ing k performed by every teacher in every grade, in every subject. The same holds foe School and College Sessions 79 ofctj. (AH|,.||II) The ckMsmm masher does teach safety. The duty f amnidns not to go to the kptlevn and dlmri is dm to come into a yfost la a critical frame of mind and find fault. The obyeci of outride organiratioos is to help the (dual We have set up in Boston a good safety program. Wc hive a safety rep resentative in every school who co-ordinate* the work of the tcacbm in mficud fire and other field* of safety. We have a safety coun cil where aO phases of safety are reproented. Wk invite the police, the Red Crom, the registrar of ntnrsr vehicles, and others, to come out to fstk to the group; we invite the National Safety Coundl. and wt are gbd to u> optima. We welcome all organiza tion* in to help the schools. When w hove a dangerous district where the children are inclined to {day on the tracks In the summertime, we have the rail road police aims so aH those schools sad talk to the children before the close of school for the summer. When a group has to rideonthe derated or the subway, we let the represents- tiro of the Metropolian District Transit com* ausrieo come In and calk 10 the group. Wc show safety films from different organization*. Wc cooperstt with any organisation that has anything new 10 give ns. Scunrsimu we resent the fact chat organcation* come in. as one did three years ago, and say, ~We are going to set up a foe pie- teuko program for you. Will you let us calk to your group?" I aid, 'Prttghicrii What do you plan?" He said. "Well, wc haven't any plans at present, but we think fire prevention should be taught la the schools." 1 replied. **My dear man, wt' have been ^wdiing t| as Jong as I do remember, which is half a century of school experience." So 1 talked to his group and said, "This is what we arc doing in fire prevention." I ex* plained (bar we had repreaoitativo of the fire department go to every school. We have a lieutenant in the fire department who does but imr*^ school*. Since the Cocoonut Grove fire in Boston, we have rep resentative* of the State Deportment of Safety in Coostruction come to the schools. We outlined what we were doing in fire pre vention. We went over and spoke to bis group hr evening, and in the end they were a bit flabbergasted because it had never dawned 00 that the idea of fire prevention wasn't btand new. Another group of famous name and dis tinguished career in aiding the unfortunate came in and said, "Now we arc going to plan oa home safety, aod we want our people to go into the schools and teach home safety to the children." 1 replied. "Fine! Do you have anything to offer in addition to what we are already doiog?" 1 presented tint repre sentative with our home safety study course. I said, "Here is what we do: In the .class rooms we do this; here Is the course of study for the teachers to follow; here arc the differ ent branches which they take up. If you have anything else; we (rill be glad to welcome you, but not if you're just coming in to duplicate something which the schools are already doing. If you're coming la to find out something, we will be glad to teach you." Let us my, tor the classroom teacher who is sometimes neglected, that safety is an integral part of every activity of the child's life, whether it be walking down stain, sitting on a kindogaxten chair, finding out what the blanket in the bh is for, bong careful not to burn his fingers, being careful not to hurt himself in the cafeteria, in the gym nasium and ocher plans. For specific course* in driver education, lor specific training in swimming, all right. But I feci that instead of legislation, if we check on what every teacher is doing every hour of the day in safety, like character training, by example and try instruction, we shall probably attain much greater success-- cut down the aeddenz record--by Instruction rather than by legislation. Safety Is taught in every danrooEo by evoy teacher in every subject, and much of the learning, 00 the pun of the child, is uncon scious--'which is a grand way to be taught. MRS. NICHOLSON: 1 would like to ask a question: should the school's instructional program famish vicarious experiences for children, such as taking them out Into the community to watch traffic? CHAIRAN WYMAN: May l ask that we postpone the answer to that question? There are a couple more points that ought to be cleared up on legislation before we go into that quatioci. MR RAYMOND AIDERS (Rahway, N. ).): lo New Jersey our legislation makes it scut of mandatory to track so many minutes of safety during the school week and the school month, but it docs not tell bow, when or why. It is left up to the discretion of the teacher when she shall exerdsc that rpponsi- 35th National Safety Congress,. 1947 biiitf. That an be taken cue of in a good many way*, for instance, in an elementary school (we have a number that go only to the filth grade), at the beginning of the school year the children who enter the building during the opoiing days ot school are instructed to use the fire escape* when entering the build ing. That teaches than safety and shows them where the fire escapes are located. We also have a law governing the conduct of children. It mentions specifically that the leather is lopumibtc far the disciplining of the student from the time he leaves home until he returns bouse. You perhaps may have the same Jaw. That fixes the responsibility foe utfic Thdarioos, double riding and other violations- When the polka department and the safety council nodes violations on the part of children riding bicydes, and by the way we aho have a blcydc licensing program, the names of the violators and the schools which they attend ext noted, and the names of the violators an forwarded to me as Chair man of the Committee on Child Safety for the municipality. In turn 1 past that inferration on u> the principal of the school in which the violator is taught, and it goes right to the ciwroom teacher for proper dkdpti- '"on the whole, with really sensible leghta- education in schools, b confined to school people. 1 know many, nosy solid citizen* ol the United Scales who believe that It b fundamcssuUy improper for a legislature to matiast to legislate this, that and every other thing. We would rather have such laws as direc tives to the superintendent of schools, to In sure a proper program of aafety, giving con siderable leeway to the individual districts. It mm to me that b the heart of democracy. 1 thoroughly agree with the original state ment that was made- It h hardly a proper fuactfou of a legislature to continue to Icgblasc such things a* safety into the schools. It cau be done b many other way*. Laws, la may cgijufeu. are the result of public opinion ami are ifcymdus for their support ou public odi^iaslaL I don't think you get safety through feu. MRS. MILDRED MAIN (WUmmic. Ilk); 1 this! the point butIs down to the foes ibu we might all agree that perhaps liglds lion alight be Decenary for certain dbtrkta. but wo certainly aU dimgrae as to the amourn of time safety should be taught. My own feeling in the BBiltr is that no time should be mintioned. One weed might do mare than rix bottf* of so-called tad lice and a proper exercise of good judgment ou the pert of the classroom teacher, you. will bare noshing to fear from legislation. The teariling of safety education has been riaarffieri as an ordinary school foodioa, and as such must be administered by school per sonnel. No outside agency an come Into the school building and attempt to teach safety. That instruction must be given by the damroom teacher and otbra school personnel. CHAIRMAN WYMAN: You have brought us right bad to the point that the school is roposmlblc for safety education. I th.nfc m are divided into two camps. The school teachon, who have to do the teaching and axe responsible for giving the children attitudes, don't like to see laws on the boob that they can't live up to. And, in general, school peo ple don't want anything legislated huo the school*. On the other tide arc thie Individ- ib who don't think we are doing essuugb of a job. who try to get safety legislated. Has that been the oweruns this morning? MR. D. W. ZAHN (Philadelphia, Pad: Mar f add that f dent think (he to legislation, as a means of insuring mfety 1 happen vo have two grandchildren, < of whom visited am far a mouth tbh se nn. Nothing happened to hu. The ot! vfalied me for one day. and she bad th acridruts in that one day. One child ae more emphasis on mfety than the ether. MZtt NELL HA5HAG2N (LaGeu*e. I Sometixam there arc areas tT aids and tern needs for safety education, yon are tcgnlatiag them bun a certain a of time devoted bo the vabjnx Thdr i dent reports amy show (has they ` many srrihab and fowdt i* CHAIRMAN WYMAN: 11 own city v to go on with the prngsam aa we had it Now let's get back to this paint of the xfcoob or^idtiag the pingum Haw can the Mammary school, acting ns the aurirvu of the community, set the stage far the de velopment of a apfcour day program? MISS VIVIAN D. Vos QCALXN (Cbmcoe. lit): Your point k, how oat the school set tip a program? School and College Sessione 81 CHAIRMAN WYMAN: Yea, using the much the children have to do with thb pro community and everything else, so that our gram. and how much of It is an adult sort children vrfO really safety conscious of thing. It hasn't been mentioned, and I aa and be ah. sure a lot of people who have spoken about MDS Voss QUALXN: I am (cum Glencoe, thb businew of living with children do it in and I have been sitting ou the edge of my thb way: chafe, too. This romaier I begme quite eon- A problem comes up. Do yoo point out the egand. 1 vrao asked to work with a committee . problem, the danger, and ask far the answer, horn the stare department oo the revision ot or have you a system whereby your children a mfety program that could be put into the theasdre* come to you and say, "Thb b bands of every tocher in Dtinob aa a guide. dangerous and should not be done. There I bellsre the guide had beat made In 1358 were two boys riding double on a blcycle on and It wm set up something Uke this: Septem the way home.'* Docs ft come from them or ber, safety ou the way to school- (The month* does it coma from you? I am sure it comes not right, but tfab b th* idea.) October, from the children. fee prevention. No*amber, safety with toys. loti that point No. a? Safety Isn't going December, afejr on the playground. to get anywhere with the child, it Isn't go X mu very usdh opposed to that sort of ing to project Itself into the feature, it isn't pym became you teach all thorn things going to stick with him long, if it b die probably in one day. You certainly don't teach? . idea. Bat if the children ran bund, wait to teach nfcty ou the playground until throegu thdr committees, petrols or what December, and yon Wart it tht very fint day ever ft b. the idea that they thurarlrm are and live it aS the tints. The same thing b working on thdr own safety problems, then true whh fire prevention and with coming safety will become a part of them. I think uk and going house from, school. 1 personally they arc then going to b-gjn to draw some don't fasMcva you on set np a program of puma to and teach the parents something: auy Had Hke that and follow it. aren't tfeyl VluaRy. the wualttw that worked ou thb CHAIRMAN WYMAN: That b pupil par- guide frit souaMig would ban to be pnt tidpatioa. into the hands of those who warned it. I MR. J. ZL WINDROW (George Peabody think when you hare anything like that, Twfen College, Nashville, Term.): I don't whether a mfety book or anything else, it b share the optimism that some have thb merely something a teacher can jrfcfc up and moralog, with reference to our tcacbm do icfei to wiiaallawi nhrn the need arises. ing inch a good job in thb whole natter of Ordinarily, I we tench bow to meet safety education. and alt earn of swede as they arise. We rant I represent a usebexs college, and I know segregate anything: we have to live with it that tochers college* arc not doing very well all the time. the job of helping teachers to understand the You teach safety In the bath, single-file needs and the basic eoaccpcs of thb whole going nd you hero fire driQs at problem of teaching safety. Certainly mine and children Iran from the very h not. iM day what to do fa cam of a fire drilL It b one thing to have a good paper plan Yon have safety nurth brought in occarioe- or orgammioa in yoor school, and it b an aSy. and you try to cover an thorn different other thing to have a baste instructions) pro anas that a dilM orab, without segregating gram that wSl develop to the chlldrai these them. attitudes and skills and toocepa that are nec- I am a pinny teacher, and I few no in osary for mfe living. We have a very im tention of setting aside >$ minutes a day and portant document that came oat of Boston myfeg, "Come oo, chOdrce, now wo are go some time ago on ''Education for a Tree So ing tn hum a mfety lesson.** I don't feline ciety." It made thb statement: When children w ran do that. I personally am opposed to U. to school must choose between the pattern CHAIRMAN WYMAN: Then your point Is of the school and the patterns of the adult for the schools to integrate their activity and population to tire conunonity, they are likely make safe and happy living a part of their going to choose the patterns and the ways of program. Dens someone want to take fe up tiring and the ways of working of the adult from thoe? MR. MANN: 1 think point No. a i* hew Where X coma from and where I move 35th National Safety Congrats, 1947 around, the schools aren't doing a good Job. They are enmeshed in the routine ol as signment. study, recitation and review, and the processes of subject nutter teaching and the skills of reading, writing, speaking and spelling, that this cutter of safety isn't be* Jng taught. I know it is being done well in certain areas, but I think in general we are not teach* mg children the important things of happy living or safe living. 1 think the schools can improve. Somehow we are going to have to get these one mjUioa teachers to have the right concept and atti tude toward the whole problem of safety. J don't think it prevails generally. 1 think ft exists superbly In certain areas and in eertain communities, but I am not optfmistfe about the general outlook. I think the teachers colleges moat face this issue directly. We must send the i<**rfu^ hvw the schools with a basic undemanding of what is involved in a safety program. We muu deal then with our children, and with our community. I don't ttk- to have legislation forced upon me. but it might be well to inquire why it had to be. If we were doing our job well, and if our programs war well understood, there would be no need ior legislation. Of course you an*t strive downtown and park by a fire plug, or you cant drive through a red light, and you must drive onthe right side of the street. We have Irglila lion all around us, and we doot worry about it too much: but we somehow get excited when somebody puts a little legbUtioq over on a matter that deals with schools or in struction. Some folks say the Vghlsmrr is meddling. It is meddling, bemuse we axe not doing our job wdL My point is that the teacher training in stitutions. the teachers colleges awl the peo ple who arc educating teachers, mutt some how give teachers the thing that Mr. Mann has referred to hero-the nwlmmiillig of child nature, the understanding of the learn ing processes, the undemanding of what hap pens to a child when you are wwiiiwy to be safe and to live bappQy nd afefy, and to be bonesc, and to have integrity and char acter and the' proper attitudes the ^au that seem to be desired. That is basic and fundamental. I don't think you can teach safety by lin ing children up and saying "Walk in a row down the stairway." There arc a lot of schools that do that. CHAIRMAN WYMAN: Thank you. Or. Windrow. Open rortfffam i* good for the soul, and, as you mid this morning, people have to be baptized in safety; I commented that they have to condone to go to church. We hope Fesbody h going to take this leader ship for the South, which we need so badly. You would subscribe to Jim Mena's idea that pupfl participation k extremely areasexy, and we will apply U to pupO educa tion cm the teacher education level as very MISS BASHAGRN; I cfout know whether I am exprem this wcQ or sot, but tieing up two or three things that have bun said hm makes me very mods interested in the atti tudes Mr. Mann spoke of, aad n interest in what Dr. Windrow had to say about the job bring wdl dooe. We have an organised course of study lb LsGtsnp whldb we have beat pursuing for six or seven -yean, sad J think we can point with pride to some of the teaching done in our system. finally we reach a pofot vtes the break* down. Regardless of what the children know about a thing, it is so hard to get than to put it into practice. The children this morning took the responsibility and said what they might have dooe to prevent an accident, but they think about prevention afterward imtad of before. fa oar village the children can give you all the answers about the ale thing* to do-- what they should and should not do. They have a past in planning. Yet you go down the street and you see than riding all over the street Instead of siting the rfghtband side, they well knew they should. Wboe does the thing break down, if you supposedly have a fairly good quality of teaching and me following it tbreogh? MR. B. E. WESTERN (Quincy. DL>: I should like to make two points in this uniter of attitude. First. I want to my that not much cm be aeooutphsbcd out of ignorance, as yon know. Todxn wQl ne be able to usd safety 'nnlcss they are informed, unless they ase educated ft* safisy. Secondly, those organisations, in addition to the isrhoel, who think they know safety-- and I am thinking mere pairicoforiy of emr poUcc and ocher departments now, who they know srhat the schools oogbt to do what the petrols and other organhatiom ought to do~w3I offi aifwas be derogatory School and College Sessions 83 about what you are trying to teach. For in stance; in holding a school of iaetroctinn for patrol boys, 1 learned that one policeman said to ooe patrol boy. "Get on out there in the giAg sod direct that lit.tie, and 700*0 accomplish something!** I was able to uil him that at the Cotumbos. Ohio, --*** >g we went on record opposing the idea of making patrol beys junior polio; and I wasable then to put across my point in opposing it, and I was able to cany it through the other actuals. X dost know whether any of the patrols, as an illustration, go out Into the middle of the street and direct mfic or not. but 1 am quite sore they timuld not. I am very cer tain of that. The point X am making k that it is the !-- of the w ordiminr, or whatever you all the ** of safety, to co-ordinate things and to make doririoai. whenever any diieuivc outside of the school seems to impinge npon the functions of the school The mx point I want to make is that at titudes follow korif as apart frees the ordi nary actions of tifo. It is sassy eiwntgh to my to children, "Be honett." but haw; does not follow. And so yen mold recite al1 day safety poems, or my. "Cbfldiin. be safe." but aride from the triune in which they are involved, there is very Sole attitude attained. Carrying that further, we find that we have to retcsch alky on any lad There is so dam that sqipiui the fact that a child who is a safe uattrr h Uodopitm is safe when be lirmaii a bkyde cider, or is safe when he luii rmm a debar of a rex. And so we bare m ceoeinue ass irertiiwg at all levels. MBS TORO: Luk wop cmlmisg our chil dren. We set mp with ifen certain ttaadards m the school. That they go outside into the community where, many rimes, there are dilterent standards. St is quite enafaring to the MRS. NKSCOON: b it not true, too, that the n isiliih af the heme ere different? KBS TOROt Thar* ri^d. La tu. as educators, go oa mi saa what those stand ards are in the community and in the home, as tar m yoahfo before we guide and direct thorn children in school. I think ttae Is nhst the ariwoii need to do. We as nlnratm ssoad to go tt and study the community, aad study all the outride agendo, and htJuee we guide and direct the Stamfords in the school, we net fare that tbe ocher fadhmeo 00 the child--the home and all bis cnvixoaoeai~gD along with us. CHAIRMAN WYMAN: Coming back to this question of bow the schools can act as a nucleus, we sriD say "Schools, adopt your program; know what yon me doing. Emm your community. Use pupil participation, integrate your activities.** Maybe legislation will help, and maybe it won't. We sort of gee oC the subject that tbe error of one or more adults lies at tbe root of every child accident. Do you agree with that sratciurns? MR. ZAHN: I don't agree with it accept if you go back to Mendel's law aad my peo ple a long time ago bad snmwhlng the matter with and that therefore tbe ttuldren now are going to have something the matter with them, in winterer degree tbe gases united in making tbe organism. To lay the responsibility entirely on tbe adults, although we have made an awful lot of mistakes. Is las important than to put the responsibility properly on each individ ual person. I think the empbois is wrong. In the education of dtOdna, to forever my that i* respooribOiry Is* the thing* that happen to,them rests with someone rise. XfR.R. W. COSSUM (Chiagam.); Would it be an adult error dm to pot the respond- bility ou tbe rhfldmt? MR ZAHN: You mean that would be an adult enor. and therefore the acrideat would be the responsibility of tbe adult? MRS. MAIN: 1 was mott interested in tbe yoompta who gM bis thumb aught in a car io Boston and then was a repeater. 1 am interoted in repcaten, because I was a re peater as a child, aad that is why I wrote my ftm safety book. What is choc in some children that makes them get into hazardous situations? MR. MANN: 1 think that is a field for MBS WZEDON: I am willing to say that Mildred didn't reform all by berseit She had borne help somewhere along the line. 1 want to call your attention to this pink sheet. The sheet is mine, and I gave it to you in case you didn't have anything to dis cern during this meeting. It is not a state ment of this committee or of the National Safety Council. Only the ride that has tbe sutistks U tilrtil CHAIRMAN WYMAN: Thank you, Mbs Weedon. Who would like to pick up the ball feum here? 1 think thaw is something to this 84 35th National Safety Congress, 1947 business of adults being responsible. MISS CATHERINE JENSEN (Elmhurst, ni.): Nothing can be substituted for igno rance. It seems to me that we as teacfacti must see that as much education is given the child as possible. Children must learn to be better than we adults are, or there on never be any progress. Too matay time* we teach children to fol low our example. But too many adults don't set the right example. A child must be wiser and. therefore, must carry on any improve ment that is to be * CHAIRMAN WYMAN: MtM Trained, how can you in the elementary school in Auburn. Ky* utilise community resources in this aphour-day program? MISS BERTHA TRUNNELL (Auburn. Ey.): We bate been able to reads the home and get the adults to work with our program through child participation. We have done it through our lunch program educationally, and we are doing it with safety. I great you it is gradual and doesn't come overnight. You have to plug at it all the riwy, Tbe chOd goes borne and talks, for aboot fire preveition, This week they are removing fire hazards at home. They will make a list of tbe hazards they remove with their parents* befp. I find that, after talking with tbe parents, the children really have done it. A child doesn't fast come bade and say he did it when he didn't do it. CHAIRMAN WYMAN: Then yon utDbe the children themselves to get beck the community to tbe parents? MISS TRUNNELL: Yes. MISS EMILXE FORBR1CH (Chicago, HI.): I think there are two <Mg* we might <fo as teachers: one is to get over tbe tu* that we loath safety. It has been used here so many, many rimes, "teaching safety." I thfafr it should be living and practicing safety. Another thing might bdp: if all people connected with education would think of teachers knowing something about sfilety, it would bdp. 1 don't see how a --could be in a room without (mowing something about safety. Those things might be pointed out to teachers so chat they would reslim that everyday living things in safety are the important things to pot before t&tidraa. MISS HASHAGEN: We have a very active man from the Pamit-Teaeber Association who battles for us in all tnch things H park ing regulations and things that bdp to --1 tbe school environment safer for boy* and girls. The PTA has bees very active in meet ing with the village board, and together they have accomplished a lot. CHAIRMAN WYMAN: Some regulations may be necessary from community agencies. You may need a little law aforcemcxu around your program. MRS. O. P. POTTER (Oak Lawn. IR): 1 come from tbe suburban village of Oak Lawn. We Uve at Colombo* manor. Three we bare no protection whatever for our school chil dren except the patrol boys. Lax year I to battle alooe to get some protec(mb for the children reusingSouthwex High way and Mdgthad avenoe. That rrnariim; is a terrific heard. We also have doable sec tion* out there. Last* year the Sm graders in tbe afternoon senkm bad to aom the highway, and they bad ao protection, not wa it five o'clock when they got out of school. If any of you are with our intersection, you know three is a lot of trifle moving therm The teachers don't have a great deal of time: but they will co-operate in whatever we suggest. Ours is a new community and we are simply xymied for signs or anything else. CHAIRMAN WYMAN: Maybe I am wrong, but I seem to sense chat creeping into this is tbe idea that tbe school as a nucleus puts tbe community agencies to work doing the yobs which they are paid to da. MRS. POTTER: In today's newspapre, which a distributed out there. I have written an opes lens to tbe parents. 1 have walked down the street to sow how the children eo- opreated by staying on tbe shoulder oC tbe highway. Lae Wednesday Z made my last inspection and 1 saw tbe children all over RidgeUnd avenue. 1 wrote an open lour to the paper, tddremed to the parents of those difldtcn, because without the parents' co-operation in **hib| their children to stay on tbe shoulder and not to walk cm tbe high way, we ooaldat accomplish much. There stent enough who do com out to the parent-traefam meeting to know wfett w* are trying to do. That b my last hope of getting to tbe parents and having tbe children obey the safety rules, CHAIRMAN WYMAN: There is tfab idea of reaching the parents of the children and Mittting the cosnmnnity agenda to work at :.e jobs which they are paid to do. Lech have tbe police doing things the police ought to do. Left have the highway engineer put School end College Sessions 85 op aigaa. of these major Ideas and gosh. If children MRS- POTTER: I ha u nmsitsi tbe high have to choose between tbe peuerns of the way fee and they aQ my they community aad the patterns of die school, are wikag m It bet dent know bow soon even though the patterns of tba community it *91 he 4aaa. throe done all I amid. are wrong, they are probably going to choose MR. MANN: I (Mat these is a gap you tbe patterns of the community, and tbe weald have su Ml fa. io your community school's bex eftxrts wQl be nullified. uhrfau indfeg the parents, and that Is 1 tKmfc it is through the PTA and through to san the cbldna heme with an idea of the commnnixy agendas and tbe community vomahfag rtyudbg salecy. They can week dvic dubs we most reach tbe adult on it. they on latocst mother and dad--in population. Maybe w* vriD have to wait for bicycle safety or anything else tbe parents the two or three generations in order ought so know. to have a new group to week with. We cer Abo. you need to ptag another gap by tainly ought to week out some adult educa SoDowiag up with seme sort 'of publicity. tion program, and through some means try You "w8-- an open letter. Any kind of a to carry tbe two grasp* aloeg together. beOerin to parents wbkh will apprise par MR- COS5UM; Is it the parents' Cult that ents of rial the school is doing should ex the children lore interest in the high sdsool plain this sadden questioning about safety program? at home. To the parents it is not only a MR. WINDROW: I think k is tbe com- IT***!** of moling with the child and doing zaunity's fault, and the cncamonty k made what we want them to do, but knowing bow up of parents. We, as a community, go our to do It so that the Cradling at school isn't ways and we don't want any too much in t with that at borne. This extra struction. We don't want to be told, aad borne is very vihmblr. pmticubriy if your we don't want to be intreropted too modi. timing Is gawd. We are interested, but tbe weaknesses in CHAIRMAN WYMAN: Dr. Windrow, have herent in human nature opoatc again* ta- you bad any frpmmrr with that as principal eduottiocal proflaw that we haven't had. of a training rt****0 ML COS5UM: Tlx teachers have got to MR. WINDROW: I dost know that 2 see that - afexy education is interesting to have had any that would be bdpfnL In an children, and probably mat make theta fed ).,,or and fifties* minutra in Nashville three responsible not oely for their own safety will be a faucial service be Robert Dixon, but for tbe safety of others as a Inatter of Hfe was killed am a motor bike two days ago. dvic pride. He was if yon old and a sophomore in MR. MANN: Someone has to keep tbe the Worthier school. Robot was just out of parents from working at mot purposa with ifiimtuy ***** about two years ago. Throe weeks age 1 me with a committee bom the AlMrwi. MISS HASHAGEN: If tbe child sees his at Gemmate; with Ora Wakefield, own father drive In an unlawful manner, who is supmhci of tbe safety education why should he apply what he las jungi -- fa the city of Nashville, and she told learned is tbe safe thing to do? the oueifee that there could be no nfcty MRS. JULIA GAULT (Calumet City, ID.): --pssgrsm in the high school because 1 am not a member of this Council; 1 waa the (kMio had lost interest. railed in through a stasha of the school 1 keep mmfag back to die feeling that board. X think we don't have enough prac with aR at this copbads we place apoe our tical application la the elementary school. mfcty ahadm program in the danentary Tbe teacher does a daily living job of teach school, why 4a tbe children give it up so ing safety, but practical application should quickly? Why is It so diflcnlt to tarry oo come from the child. through high school? How about a tnfle safety court in your Somehow, faring bade to tbe chairman's school? Yob could have it >n each individual qncwira. I bdfeve rime these must be some room; you could have It in your whole school. adult ffemhw program we have probably It would be a questiou not of penalties but pay atrtmd. Is comes back to tbe Harvard a question of prevention. When their rases repoct which says there mam be an adult come up, your experience h your bat teacher, |mf-ivt along with tbe school sometimes very hazardous, but you could program, if we are going to achieve some have rasa brought sp before the pupils 86 35th National Safety Congress, 1947 themselves; 'let them outline whit could have prevented the accident or violation. CHAIRMAN WYMAN: You arc introduc ing another idea we haven't diinifd this morning, and that i> the schools organizing, shall we say, extracurricular activitia in safely, or school organization for safety as one of the things the school can do. The schools must call In outside organiza tions to help in their program. The school must go out into the community, mutt know the community facilities existing, and must use them. In other words, we are putting the responsibility for a good mfety education program squarely oo the heads of schools. School and College Sessions THURSDAY MORNING SESSION October 9. 1947 87 Conference oi Organizations Interested in Safety Education residing? Paul V. Imcsu, Pm, Western Michigan College of Education. Chairman Suer--aful Predocta of tha Ymx cation Is is order. 1 don't know bow many of you have participated in previous meetingl of this group, so, for the benefit of those who haven't met with us before, let me give Axoerimn Aina, of Health, Physical Educa tion fe Recreation Jamb J. Gmint, Representative American Asm. of Teacher* Colleges Paul V. Smoim, Representative American Automobile Asset. Amos Nkthaxt American Rome Ecooomk* Assn. Cum Ouo* American National Red Cram tnu tea NntM, National Director, Ac- thkt PitRntko Awtion VaadDB Ama. L H. teoa, Executive Secretary Lam Howas*, erhatrmea, Safety Commit- tec ' Auumedw Safety foundation tin Jambs, Prfursrutsrive Center for Safety gdaodon, New York Unteoby Ho--r J. StAO, Director National Board of Tire Underwrites Clsbbwqi Cu--Mini, Am. Chief Engineer Muinaal Comraiarinn on Safety Education Swan Ancaount, Representative ffiiionat tepm of Putoa ft Teachers Mm. L W. H--, Prakfeat National Csaaril f Cfefef State School Of- ft(Z0 Rot Dtqttu, q--stlii. National Safety Cimarfl Wayxx P. Book Dir.. School ft Cottage Divtafen U. S. Dtpt of Labor. Wage fe Hoar I*v, Child Labor ftnaifc Smbson W. Bosesh. Safety Engineer U. S. OCn of Titnrsrina W. P. Looam. fipcrfafrM, Supervisory fe Teacher Trainsag some background. Nineteen organizations met January >7, 1946, in New York City for the purpose of trying to bring about a maxi mum of co-operation between various organ izations, interested and active in the safety eduotioa field. ' It was oar Ceding, at that time, that there were perhaps certain duplications in oar week whidi overfapplng could be eliminated if we would get together occasionally, take stock of ouzsdvcs, and report on our work. We have had two general meetings and one meeting of the administrative commit* tee. An inventory of the activities of the sev eral organizations has been --* You will see, toon, this inventory which will give you a good over-all view of the scope of the ac tivities of the safety education organizations in the United States. At Adamic City, last spring, representa tives met for the purpose not only of pro moting this inventory but of determining what should be done next. Our meeting to day is the result. It was dedded that it would be well for us to plan for at least 00c annual meeting, and the most logical time (or hi mwtlm was during the National Safety Congrew. We are together today to review what has happened during the past year and to determine what we may do in the ycaza to follow. As you know, these ate a number of re ports to be made. All of these will be rela tively briefWhile 1 have the floor, 1 will report for the American Association of Tochers Colleges. At present, Roscoc West of the State Teach ers College of Trenton (New Jersey) Is the association^ representative in the safety edu cation field. Mr. West is a member of the toCHAIRMAN SANGREN: PedmfM a word National Conuooi on Safety Education. two aboat tkfe Conference oo Safety Edu In so for as the organised activity is concerned. 35th National Safety Congress, 1947 the American Association of Teachas Col leges Is now working with the National Com mission on Safety Education. About all that would be reportwi, so far as I see, lor the organisation this year is that they have pub lished and circularised what we feel are two rather outstanding pieces of work in safety education of teachert, and you trill see them on display back there with the National Safety Cnroniaiont material. Dr. Lee of the National Safety Commiasiotl repoets to me that 4000 copies of Farts I and II have been dreulaiiaad to date. These are being vied la a large numbra of Institutions to help originate and perhaps promote a program of safety education for teachers, Tbcac mo publications, although just getting under way hot year, have been circularized during the present year. Now we axe trying to evaluate (be cffectiveocs* and worth of these two publications for teacher education. I think I sboold report just one other thing, in the fine place, the National Safety Conn* til annually TTy,v-- a survey to determine the number of snmmcr session courses Id safety offand in teacher training institutes. This survey isn't an activity of the American Aworiaiion of Teachers Colleges, but the report gives os a complete list and description of all of the courses in safety education offered in rearer sessions at teacher training is> stitotiocu. The American Association of Teachers Col leges is an orpnixation of about 185 to too insumunco primarily interested in educating teachers. 5ooe state uoivenitim and tome private coQega also are members, at the promt tune. All instructors primarily de vote their attention to education. The AATC has cabled for many years as aar accrediting organization for teacher training institutions throughout the United State*. It has main tained a rather active interest in all sorts o( educational program*. There is about So be a tugger between the American Avoca tion of Teacher* College*, the National Asso ciation of Deans, and Departments of Educa tion. Them is about to be a merger between all of the schools and college* of education and the departments of education in the United States that are really active in teacher training. This will mean about too additional organizations--the private and sUte universi ties and the municipal universities that have been doing work in this field-coming into the AATC. When we use the term "American Aoodation of Teachers Colleges," we will Indude a far larger group. If the American Association continues its present activities--and it vriQ in the ftrid o! educational programs--then all these other institutions that arc training testhm will be involved. There will be one mala accrediting organization for icarrier training in the United States. We expect this meager to be mwnffiiwiwi a Atlantic City ydmiy. MBf NEYHART: 1 am jtin going to men tion some of the activitira of the Aaoiaa Automobile Aeodstka during 1947. I was thinking yesterday bow, back b11990gi-ga, when we used 10 came to unrings such as this, we did wcB to get 10 to is people at the meeting. Yesterday we bad to move into a larger room betause we had hundreds at the tnfc aafery aarting 1 think gmt changes have beta taking place in the auitnde of the people. It is certainly a lot different than it was yon ago in this particular field. X think there are a number of things that occurred the past year whkh we would like to higM.g***- One of them 1 am sure many of you know about, the publica tion and release of our new ttuluA. "Sportsmanlike Driving." This book has beta re written from cover to cover, with a new approach and with new cuts. This new book is available for high school uta A second publication that is brand new as the teacher's manual and set of standardized tan that gom with the textbook. Tbe next important step we have taken is making cars available. Educators, seme yean ago, fek they could do a good job of behind-the-wheel training if they' bad antomobQca. The automobile; itseifi If a very small pan of tbe aonal oat of driver training. I have played around with costs ever *bw X have ben in this work, and I have found that any time that the or mote ** around ft per pupil, we axe just spending too much money. It is the teacher's salary that is the item. However, the question of car availability is sow settled, In my own state; the Penn sylvania Automobile Association has pledged 64a can for tbe nac of the high schools of Pennsylvania. Any school la tbe United Statra that wants to do a good job of driver train ing cus now get tbe cars. I think these of you who sat in the meet ing yoterday were aware of the fact that there arc too many can available. Four or School and College Sessions m five doles nore 90 to the schools saying, 'We hove a car foe you.* Unit* there is some control and snlcw we have enough trained feodum. w ate going to have a lot of can wending around with no one to use dim. This any hinder tbe program mark edly. So far this year, we have roodacted 73 one- week. go dork-hour councs .In the United States far Haloing teachers. We trained more than 1300 trachea* during 1947. Other of mew hove pfanwed a number of teacheruaioing counts. One state aloue ha* five com Recreation, 1 want to capita a penoualopin ion. I am working in the field of safety edu cation in a large dty school system. I devote all of my time to safety edootion. I am glad that the National Safety Gouaril-hm brought all interested organizations together. 1 think, by working together,' wear gulag to do a lot better job in the field of safety tea if all of the various groups throughout the country were going off on nngenti. X think through co-ordination we will do a much better job. Tbe final product of our safety education making m/e boys aad girls and good citizen* ing up before January la. Altogether this makes 1I0 loriwr paining ceussm, and the total unmhrr of teodvtis trained i* more than --will be move readOy altiimrt 1 am representing Mr, fftaathaid cf the Awodatioo of Health, physical Edoratioo and &a00, powlble fjM. I mentioned thh W?*--, at the meeting yesterday, the fact that we need trained ladtm wa brought up- You may be vm* ibit we are going to do all that we can to uain'the teacher*, and I know other national organization* are doing whar they can along ftstzwks. Thom of us who have ba engaged ia. or are now engaged h. phyriraf wbsarif knot* that, la the school, the p*ywal edweatiew program ran be tbe most lisnnlmu program of any. We in physical thfirtfiq deal W to curb our program. We think the chal lenges presented by the activities of the school Each yarn we offer < _ an, and la this past year we have trained wnma 40 and 50 'college pmfeaou tor liitra iifca itiwi and training week. Thera aee two ofv?( things that are not uwwTiariJ with drive, ainlng. {) We have apfci gene back to our program of invitiog from the school mfety patrols physical education program are tbe vmy things that make the program worth while. We are 00c offering any alibi for the acci dents that occur ia gynuustacs*. swimming pooh, 00 our playfirids or any wfaet cfae. I think most people with a bale common sense will recognize the fact that, ia a gymnasium or in any athletic activity, children move around, therefore, there is bound to be more beys ami gkh bad a trip to Washington. activity than there is wtalc sirring in a daw They enjoyed several days of ftra as a reward for the good *wt they did during the post room. Mr. Blanchard told me to bring three thing* to your attention: (*) The iminand safety power contest faaa (1) We have a joint project with tbe Na tional Amodatioa of Secondary School Prin dcrful so see the work that tike boys and gfris have dime, I hod the pleasure of string some of the poms* so they were being judged in Pittsburgh, and the yeans looked like the work of real inku. Thera were mote than }ooo entrim. Tbe praters that 1erotic the first cat prizes, re prim and relearn so tbe tdueh ter uee during tbe mrrmTing 10 months of school. Frists s mount of to 9*075In coodaskm. lit me say, if there is ever a yrav whs tnfic mfery education Is really going to take boU and am brintiMn (act. if we doa*l look out, we will move ahead too fit--that year is 194ft. MIL CkffnN: S haven't a long report. cipal* and tbe National Commhrioa 00 Safety Education, tbe remit of whkh Is a booklet whkh is to Do released shortly. This booklet has to do vltK safcty and tbe physical educa tion teacher, <*) Tbe aeodatim, through its members in various district* throughout the United State*, hu scheduled, at local conventions, safety meetings on their programs, and at tbe national convention last year in Saule, quite a bit of emphasis was given to the safety section, (3) Since the American Awodation of Health. Physical Education aad kcotatto* is a port of (he NEA, and race the Na tional Commiwfon 00 Safety Education is pert of the NXA, it is tbe feeling of the datiea of Health. Physical Mnatioa and ofikes* and'tbe mnabrai in tbe mrariwioa 90 35th National Safety Congress, 1947 tbit we aboald work doady with the Na tiont CVwmhriog but in no way duplicate thrir activitim. Our relationship with the Kttknl CoanWoa ha* been very dow and. whenever pooibte, wc have eoptmtad it* psogiaa*. MSB OLSON: Because of the dantar at the ocgsmmkm which 1 itpreaent, the Amec- kan Rone trowia Awotiirioo. our mfety i* --Infy on home tddnt prertn- lioo. Oar work ia mainly {HanodMiL Our work pm no through (he ditUm and dtput- nent*. whkh tan* the sections that sake up our anortwiou. Throe yens ago H m pneible to fctwu- late a bowse safety education committee. You people who work with organizations that are onremaitteed have some idea how rfiBut* it ara* to get that committee started. The* it i<m about died this sumxnv. It bee hwn a rfiffmlt eoaniuat to keep going. For three years, we had assktinro io this work. The home economics* couaultant of the school and giDcgt difUoo of the Na tional Safety Council activitated the work of the amnittot and really made its con* tinuanee possible. Practically all of our stork has to be car* tied on by correspondence. There is only one meeting a year of our association. If we don't haTe some other meant of carrying on our work. we are not going to be too suc cessful in implementing the program we would like' to continue. For the post three yean, the committee bis been under the chairmanship of Hard Thompson, the state supervisor of bowse eco nomics of Her committee was made up of representatives fna the different di vision* and departments included In all phase* of home mmemka--dietetics, bouse economics in badness, food nutrition, teatOe. clothing, etc. Tbcae committee member* shift yearly, bat the chairman hat continued to serve for the pan three yean. This year there has been a change is chairmen, and there is also to be a change fn emphasis. 1 aid that 1 would report sofee of the thing* thk > has accomplished in 1946-47. Oar mala effort* were, pointed to wards two goal*. Oac was to iuoot out educational journal* in pubihhing ntfdn on home safety. Our own journal of home ecuucmfcs was the Sac oae contacmt and did cooperate with os. Cmahiu asnubm also wiese able u> place anicies in ocher national magadnta widely read by home The *"< goal was to secure Mate chairmen, in our state home economics usoda- tioua, who would be committee chairmen for home safety education. This has been the min wed of the national committer dur ing the past three year*. In the past year. *4 iluimMM have boo* appointed. In other words, half of our states now have cSdil home afaty chairmen. These chairmen were very active in msec states but ten active in ocbexv The national committee chairman helped the suit chairmen by making avail able miffTiaVi horn the Nat-i 1 Safely Council. These luarrriih make ft ponfbte for our mmtaiMars to cmy 00. The touukfcc chairmen send in reports mdt.ycar, 1 might you a few enrapist of some of the things being done. For ex ample, in Loufafena. a idf-cbed survey in home safety practice* was prepared by the committee. Members sent tbme check sheet* 10 home economic* teachers, home demon stration leaden, aad to home management supervisors bn the FHA. A large number of these surveys have been returned and me being tabulated. In Michigan and Kbmuri, article* were included in the state new* letters of the home economic section and mfety exhibits aad posters from the Na tional Safety Goanril were shown at the state meetings California prepared and distributed a safety newsletter to all borne owuk teachers this past year. From these "f1* you, can get some idea of what, has been attempted. We was try to eo-ordhsatc home safety in every program of each department and di- risen. We don't know how mccewfol we wfft be there. We are going to have quite a sell ing program in oeder to really get a soccmtFul program. That h our new goal. But we hope to continue with the old ose of carry ing on state work, under state toauahtge chairmen, lor state manrlstinns D1L NKVJNS: 1 nptant a thxte-fotd serv ice, held together ahihlttruhdy Is our of fice aad In the area tihu of the Udad State*. In the traditional plan of Optrations of the American Red Cross, from national headquarters we provide materials and infor mation for use by the Add staff m setting up and otpnMng mstiutrivc dassm In various tunwiinlriu The program it carriod on by the fool oommksoe. the Red Grom Chapter. School and College Sessions 91 in cads community. unusual because we suggest that the list be We bare, under this plan, offered first- sent home Co the parent. We fate a letter aid training courses with whkh many of you which goes to the parent. The check list fa are acquainted. This program, * It has been based open having the boy or girl take the carried ou for a number of years, mho is pan letter and check Ifat home to the parent, in of our saJecy activity. 7 represent. partial, order to get co-operative action between tarty, the acrfrVnf pcevmtfoo program. school and home, This material also fa avail ' During the pom wo have made available, able through the local chapter* of the Amer through our focal dapro, imnatonal ma ican Rad Crow. terial. We have ovt totmuri mnnil, "Os MR. HOWARD: The different arm* in Guard Against Accidents,** for me in seventh, vocational cducatioo throughout the country eighth, and ninth gads. axe doing so many good thinp in safety that Aim. we now have available a new Olna- we do sot have an accurate record. Commer uated workbook and textbook, which it cial art student* have --soma of the called "Youth on Guard Against Arrfdenrt.** posters that were mentioned earlier, but We have been making avaQebte t ele socb things as these we make no attempt to mentary teachew Utiggimcil Ourllnw far record or tabulate. Guidance of Teachers In Presenting Safety 1 want to report particularly th* activities Lnaurthms ** These me la two scries, ouo of the jobs cbotmiuec of the American Vo far the primary grades, and one fcr the cations] Association and the National Safety upper rlirmnwary gratis*. They axe to ho Coundl. The American Vocational .Associa mod on a monthly boais from Stpccaber to tion representatives oome from the various May. Thom ate dhttlhuiwl in a Timhad nosa field* of vocational education: agriculture, ber and are miUfo through the Chapters, home economics, trade* and industries, indus to trachea in the focal community. We axe trial arts, and distributive education in the working them out on a tspfml boais, each . guidance field. The National Safety Council topic reform m a specific activity In a par member* of tjtat committee are faty people in ticular nmnrh. Thee are Zartractfoual cw- terested In tboee same area*. Wcwork together lines. They arc sot lama outlines. From this as a joint committee. Our primary purpose material ee hope the teachers can get' sug fa to determine the needs in the field of vo gestions for the organisation of lemon out cational education and to note the develop line* for ,"Ai"f misty. ment of definite active safety program*. We We aim have available, through our focal Mi that the greatest need was the devriop- chapter*, visual mid* bibliography. We have extent of a greater safety couadonroew among indwM information cwni'ising different supervisors and teacher trainers in the field types of motion pictures, sound fifdcs. and of vocational education. We hope to provide so fbeth-how they ran be steafnad by the mote definite safety instruction for those schools, and wte they am. teachers pttseni in the dinooff and tor In- Also, ifosok our rhopecra. m kne safe service tocher trainers, so tint safety instruc Tnhl tfosMhpafkjr on pamphlets and tion may cany cm down to local communities. ballerina which tthu so various phases of There axe some definite mraoapHrtunmt* the nrIdem pcrvsntWm program Tradition- from tins committee^ and I shall just enumer aDy, these uhu so the home and the child, ate those. Suggested sate programs have became the American Red Cram plan of been developed. There have been articles on operation ivtoira to rhmr Mh. safety education in the American Vocational Wc are my aaudt hunreed in the per AmodatioSi journal, the house organ of the son. iihnimi Us ocoipuitn, who goes from organization. These has been developed 1 Mb home hue tnffc. Wt also hovo made uniform accident reporting form. We have available material whkh can be used far already held two tbeetlnp thk week and are ptomotioe of this program. bolding a third, to develop and project our Another thing we weeked out this year program for the coming year. is our *Tth Soon to Be Safa." The premise We fed that the right way to do the job wo arc working on in our riemesuary school in vocational oblation fa the safe way 10 program is "Irt Snout to Be Safa** In that, do it. three is a check Set based upon the habits MR. jAMZS: Zutpt Cor deep Interest of boys and firis In the performance of in the subject of mfety education, 1 feel, in tluir particular activities. Thk fa a little a minarr of speaking, t have no place here 92 35th National- Safety Congress, 1947 at an. We have no bcandra. We have no repracntarivcs ta the field. We issue no lit erature. Id fact, (be Automotive Safety Foundation has no action pnpun. We do to make gxaxus-ta-aid ta tfane oipaiadoM that hire all of that t upon the educator to put this mftey cdoreriou program into tflcct. It it the job of othoi of us to the the educa tor such aid. counsel and -------------- -- I refer, of course. to the work oC the Na tional Edootion Aamdatiou, thtoo|h the National CoiBwfnwn on Safety Education, to the work of the National Cbogne of Par ents and Teachers, and opica a great deal of pleasure at the bulwark that is being pro vided by the American Ktd Cnw. By no non do I pm by thorn old stalwarts in the Md of safety education: the National Safety the AAA, the Conservation Bureau, and |*1*" Bat all of m together inrirating those of ua who axe not fai the field of education, should be able to do what organised educa tion *" mmr do. DU HERBERT J. STAGE: 1 am going to report very briefiy on the work of the, Centre for Safety Education. As you know, our primary responsibility is that of training teachers, superyuan, and engineers. During the ymr we oSer afi dif- foot course* in safety education and safety engineering. Eight of them courses-lead to master and' doctor degrees. This year we have 15 doctorate candidates, the largest num ber we have ever had. We have approxi mately 8od students in our various safety damas. You win understand, of coarse, ,tfei this does not mesa in safety ednmtionalooe. Many of thoe are in the fidd of indnstriai safety. We also have monthly dum fee the army air farces and fee the War department. But it is significant to note that.) in -the right-year - period, we have had more than C^oo.rcghtnnCs in the various coutsm of- lotist the Center. . We are especially, of course, Interested in research sod are pertfeerirfy proud of the dottmte studies that have been carried on ,at the university. We are pankslaify proud . of the holden of UbsiUp and scholarships which have gone out into the various states as leaders.in safety.,,-. * We do pot proper* aaasy pubtkatfam, ex cept abstracts of demon*, thmes and icwii.h of various kinds. This year we have a grant of funds for auryfag-oa research into the problem of the antomohle driver. We fieri that this topic is so important that we axe not going to try to undertake the entire project at New York mnvmity but are asking the cooperation of Iowa State and California to assfee ua-in of the baric stadia. We at the Center are interested in all jrinsa of safety. We have riemeotary school and high school teachers, at sreS as vocational school teachers studying with ua. interest in driver education, perhaps, is a Hole greater tbit year than ever bdm because of <n- tain things that arc happening throughout the country. But we arc tnteremad fa mring the whole child, not ouly in txafoe but fa The field work of the Center that of aiding the various states. In fen. we have jint come from a ag-mme conference, iwwntrf by xcpcearofathrcs of the state de partments of education. motor vehicle depart ments, and ochres, in which the aha wee to states. We are trying to get the week se or ganised that every state vriB have; fa teach ers colleges and aftfrenttisa, trained asfccy fascraaors trim can train teachers wlthfa the state. We do that training by providing fellow ships and scfaolanhtfu. W* scud the scholar buck so the univezsity from which he omc or to the state from which he rose. I am partkalarfy faterenad fa -mnrituitag the wok of this conference of organizations. We have one common-program, one problem and one goaL We may' have dlfareat idem and finances, bat wchnvc enecnulaKm goal --safeguanfing the lives of - dridm and adults. Tbcstdoee, we risould cooperate, MR. GOLDSMITH: Our.director of erastentfa.'T. Alfred Fleming has ubd sac to prevent his report lor him. The Natioenl Board of Flee -Undrewritem was organised'fa iMS n a service ikm for leading stock 6 panics. At the pcmcat time Undecwxiaeca it speeeorad and supported by *07 of .them coetponks. While originally formed as a uiwlSsis of rrrhsngr of Information between anopasia, it soon reached rational scope and became one of the first national public sendees supported by a trade,crganiiarfem. Yolfowfag the BalibMfc confiagntion and other rirgemoairipal fire loams, a rnmihtra of caghmen. began the survey of drin of School and College Sessions 93 tjsw population and- same, fa order to supply . the autboritira with engineering matwi relative to their fixe defenses These engineers study aad seport on the water sup ply, fir* apparatus. fire depinacs efidracy, coaetraOhm of buildings, fire alarms, width of streets, and, fa ha on everything that might or improve the fire control of the municipality. This is dene entirely Ira of com to the counonnlty. A eeoDod function of the National Board of Ifat Underwriters is to study and supply nooiaiDeaded roles and regulations lor the safe urn of new products which cam into ear public economy. As an crawpfa what deaaidty eras fine introduced, it was i'hubS to be hazardous fa many respects, but the of the National Electrical Code has practically all of the fund*- mental.dangers. The same is me of petro leum products, nfancrihtkm, and hosts of other fire hazards that have to be controlhud by specific sefea. Following the Cooonent Grove dimstor, the Hutted Crime fire, aad the reoenf seourge of old folks* home* trage dies,-the National Board ef Fire Underwrttcn was called upon by city authorities to supply an oulWna of necessary mfegusids for Ahmt from fa iacspdao. the National Bond of Fixe Underwriters bm been active fa -T--interest fa fire ymadeo edacation. fa the years famarrfiirrfy |necadfag World War L this ergaafarion wriririd lion of a more advanced test, entitled "Safe- gmning the Nation Against Fire." This textbook which was designed foe the uppre grade levds was more comprehensive fa its coverage of the subject than the earlier books. AS of these are kept up to date and arc stall widely used. la 1919 a "Home Inspection Blank for , School Childma1* was developed and cash year sidoc that time --nttn-- of these brinks have been provided, upoft request, for the schools of the ration to Hfarihure to Undents for their use in making fire inspections of their homes. Since a large majority of deaths aad fajuries from fire occur fa boeaes, it is logical that, from the very beginning of the program, great should be placed upon home haaxds. PuiDdiBg the devriopment of fire pte- ration and protection fa the school asxke* turn, there fas been a neadily growing 000- an for the protection of pupQs fa the schools themselves. Many of the schoofe sut found to be-fa anything bat mie-tmditton fa order to-"raise - the standards of- school buikfing construction, the Nadeanl - Board of Hie Underwriters made a careful study of promt school structural rnnrHtinm, and prepared aad published fa 1997 a \ entitled "GomtxuctioQ of .Mmol InMnp This was later supplemeamd, by anoefar I--*-. aa. Tire 1 Frcstation and; Frotattien m Applied: to Pnblie and Farodrial staff, hfihtimrri to enact lew n |al Ii| Kfaeols so teach fire prevention and m tmeb- Improper fire dtiOi.fa all schoal baddfap. FbOowfagttbe enactment ef ligfaklirn fa a number rinum-nqnlxisg that fire preven tion, be taught. - the; need -for- fasti* irteeal material asee^ aad fa tgifi the Nirimal Baazd.prefund. a. pamphlet, "aelrgrardisg tbe.BotneApiast Use,** which cmmifaad an introductfan by the Superfat reJml of Mas- tim of tbe lhfad States., MZDfana of kapha of ,this book burn,heat mod by nhnub * iImiiihImii ihr nrnetrj It fne famrTr* frr the .lower, grades, and the demand hao bora so, great that reprints have been mnde peri* GdknUyand copio us nSI fademand. . lAmwcrlag. iisjutats. from vetal and api- nsbwmb districts for % *-** *- -- pt^npition m,.fig tbO'i of . the fna, a > foQowad,fa >iga>y rim pnUfen- fa the cBuncxy teduy who acevfat asms* of their rapooribiKty to provhfe firemfe can* dirions for tfa cfaldxra.* Guide materials afe m we 'fare mentioned are bring requeued daily by sdmal authorities. Us -rga the peblkufa of ta sttkfa catitfed-ns Your School a Ftrr Tap*? fa the Loiiet Home Journal, aroused thr fateRM of the National Association of FabUc Sriaaot ffminm OHrisb lfri proiaprol thoa to rc- thrin care. Shortly thexeafoer the cooperation of the National Board was reqscsted, aad a spurial-'School- btaah'wa* prepared, entitled "Srifrlmpectioo' BUnk for i Schooh.- This hhnt, ----wt endorsed'not only by- tW National Beatd*of Vbe Ihsdawritaa, bet by ttha Nitkmsl Amedsdon of Public fiCbnoV.-Btishun-. OridalS' -and the Internatiaral Assodation of fire Gbtafe. TBle brink k now: fa '.nm'.-fa 'rimamads- of -sdaedh1far thrir iegalar monthly- fite-fa^ritiora 94 35th National Safety Congrats, 1947 The National- Board of fire Underwriter* ha* co-operated with the New York Univer sity. Center for Safety Education, in the production of the latest and best text ma terial supplied on the subject of fire pre vention and protection. It is entitled "lire Prevention Education.** and b acclaimed by school authorities and leaches* throughout the country as the asst complete presents* xioo in the fidd of fire safety. Several state department* of actuation have approved Its nc as the ofidil textbook on the subject. It hat been widely adopted by individual school systems fas ritki and towns of alt rises throughout the United States. The Dominion government in Canada is at the present time jilimiiif to adapt and reprint this manual for use throughom Canada. Tbe adage Visual Vigilance is the Price of Safety" applki equally to fete pit umium sad protection. There can be no irhratinu in tbe income and mwikwri activity of this m tional program. More tfinuist methods sad better Materials to aid in this ri^nlgn M be developed. The National Bend of Vise Underwriters will continue to devote its re* sources and the knowledge gamed by knag practical experience-to tbe development of more effective weapons to be used in fire pre vention educational activities in schools The National Board will be very happy to joisi with all other organization* to this end. MR. ABERCROMBIE. Mr* r%mfrn--, Ladles and Gentlemen: The Narioenl Cam mission on Safety Ednari-- is a pest at the National Education Aaoduios. h the mr of the room there is a display if mamcfel Which has been produced and jafififiri hy tbe National Commission. Most of the sat that the Commission does ranks In priMkn* lions- of administrative materials and at in structional material! ia tbe fidd at safety. The materials are not restricted to any rinfife ares but touch upon a pot many asm* rt safety. During 1947 tbe iUnriahminu at An publication entitled "Let's Teach TTr)i^~ was one of the major projects of the Cn* mission. This guide book was largely developed dur ing tbe year 1945, and the fiiTiiikjei which was followed in developing it h Ufowed In marly all of the projects undertaken by ife Couuniooo, which tcdmfqnc is to aslc me at tbe various barkgroonds off aperients among tbe Conufesoe'i mnshm thametvo, and then U> go beyond tbe Gomnfcnfcm, ore into the field, to draw npoo the experience and background of many ocher person and organization*. Approximately go penoos bad a land in ch-\ Jopiog this guide book. Not on display, are two little publications. One n "Nineteen-Ten Driving Skill ` Isn't Good Enough Today." The purpose of this little ksSu is is provide guidance for lay hades* ia communities throughout tbe coun try--to help them cake the proper steps in assisting the schools to proride driving in struction. On the back of the loflct are mentioned four organizations whkb have been psutioifariy active in tbe fidd of high school driving umractioft.' Another little leaflet. "The People Want Safety." is an abstract of crrtatn education! mwriil from the public epinfas survey amde a year q so ago by the Opinion Re search Corporation, ipcnswtil by the Nm tiwl Safety Council, co-operating with the National Committee for Tnflc gaiety. The pwrpese of this merely to bring before Same of the currant and rT~`~~ioif projects of the **~uisiiMiii fallow. A survey at redfegr and 1 ties an or rtfawf to safety * ondm* way. Here kt] that intvtj. Quatlouuazra ^ prmidsnss of tjy cuOsgra a the 4S state*, and iqfio 1 res jokhoiiiaw Imw then an gg per asm man. The final outcome at rids arady am dofog Ktrir or mwbfog CTtke firidrit m+Z wifi describe wkt is faring don hy fomtoe- gram of dilring I School and College Session* 95 Another prejso on the way and planned ings, local parent-teacher aaodatioos also for eompfetina by the end of the year is a have gives study and earnest eontidcration to siknt ahde fla tntitled "Smart Driving," tbe rwwniawMfaik-- of the conference. which is befog amde by tbe Ommfwion in Tbe current four-point program of tbe co-opecatiou with the National Highway National Congress streams four major arms of endeavor; school cduqtion, health, world Another project is a joint one between the understanding, and parent and family Ufe Commlasioo and the National Association of education. AH safety chairmen share in tbe Secondary School Principals. A bulletin on responsibility for aiding in tbe development ibe administrative phase* of safety education of tbe program and are undertaking suitable in high schools is bring developed. action projects. Safety fits into the objectives Then we hare a publication dealing with of the program in several way*. A well- high school safety in the social stiutk* pro rounded, school edneatioo program should gram. Thb iia helpful suggestions oca include move and better safety education. bow tnfic safety may be incorporated in the Moreover, health and safety are such close various social wucBm units. That is mulwr nrifihhof* that they cannot be easily sep- joint project* one between the CommJmkm anted. And a community fare bum hazards, and the National Science Teachers. Awoda- in other worth, a safe environment, is ewea- lion. This particular publication Is mimeo rial, not merely for the individual, but for graphed and is being put to trial use InL his fellow men, since it will help to promote The iciitul pyblishsd report will follow the world unriquiwttng In that it eliminates reensunendatioa of those who uy out the far of hazards to children's security. Lastly, mimeographed ooe. of course, tbe houses should be admonished Three aim is visual education project to discontinue unsafe practices, since home which will be published in a folder describ safety means happier home and family life. ing the nicty program in a snail West Vir But we cmvtrtnt be too proud of tbe results ginia amney. That is now under way as are so tongas yxjxto persoa annually lose tbefr mast of the ochre projects 1 hare mentioned. Irras ia actident* in the home. To me, the MRS. HUGHES: I all your attention to most tragic and fs^twfe ones of this group the at tbe National Congress of of 39000 .are the 9000 infants under one Parents and Teacher*. ' yrnr of age who dia of accident* in the home, We hate a safcry manual, which is avail- before they hare ntr started to live. These able to our *8poo tool units. We abo have infant* are not. became they are under one year of age. Hunting around the bouse, get groups,, .bone study courses, etc. We have ting into trouble fimriwc they are not our NNational Congress Bulletin and the Ka- on Ughcfoin, or ctfanfaing up to mdi into itoeial Parent-Teacher magazine. the orikfae chest. They are briplm*. Why The ntefy program of the National Goo- do 9000 infant* under oste ymr of age die from of Fuents rod Teacher* is carried on la our boom? It- Is mgk beyond worts. by a wading OMBnittM on safety and. Local PoTAk in countless through the crefic safety edocatioa project. are sponsoring ndy groups in home, sgob- Far mere than *0 years, the national stand- munixy, school, and tnfie safety. Safety chair fog icmmime has gitm impetus to the ac- men are dosefy co-openting with ether tiritim of mmparahie state and local safety F.-TA committees in the observance of Amokna Edocatioa week,' particularly to The organization fans aim an active pert promote health and safety. in the hfiw np of the President'* Highway The legislation program for 1947-48 in fefiety enfenace. especially os the axnmfr- cludes urging () the en tm on edararim and organrtrd public sup- actment of state driver licensing laws in con- prns, Oplm of the action program, as andl as formaocc with national standards; (a) uni maim at fie npiru eei the committees os form tnfic bws and ordinances; and (3) a aafirn and sptiml public support, have universal requirement for owner* of motor Un fonfied mneng state leaders. Forty vehicles to any liability and property dam hnve reported th? they ac- age umoance. 1 In state-wide forencm Tbr organization it also actively carrying ispk *nt tire oat the action program of the President's . At their regi meet ooafneoce'oo fire prevention. Copies at the 96 35th National Safety Congress, 1947 report have been distributed, through the with which we concern ourselves. That, bnv- Hate congresses, to our aSjoao putni-tadicr log evaluated ctwring conditions, we sWQ groups in order to stimulate community see bow our P.`TA,`t can help to sTirnfthm alertness in this field of sniicy. and further the safety program of the No And this year, as in prrvioas yean, the tional Congress, publications of the National Congnm bare CHAIRMAN SANCRZN; The nexz spate stressed safety coasiteently throughout the b Roy Duncan, who represents the Nttkmsl year. The National Parent-Teacher magarfne Council of Chief State School Oka the National Congress Bulletin have pro MIL DUNCAN: 1 am Imre rids motnTog vided atdkat channels for emphasizing taxi* . in the rote of No. substitute. Rex Putnam, ous aspects of safety to oar menbenhip. sate supervisor of public interuahm h Ore We Csd that oon is a safety program that gon is the president of the National Coaarfl, is both varied and comprehensive. We intend aad be cooUal be here, so be aid Mr. to see that parent-teacher mtk will always Nichols, superintendent of public fasmite receive the emphads it dmema. in to appear for him and repsneat The National Cocgrat has planned a vigor the CoondL Bat Us. Nichols, aha math to ous safety program for murlirelag attend, requestsd me to pinch hit far ho. asany ot the projects now water way, but aho As you perhaps know, the National Couerfl adapring our activities to correal path, of Chief Sate School Often s net a prepare This year, as in the post, we htrol to do --organizattem*.n nptneau the thd everything we can u rrinate parents and watiK odfiT in each- Kate, In some,scams leacben, as wdl m ddfdcen safer their care, that b'a soperiOiendesa of public in the importance at safety. And as sfcaB arid in'some sates it is a spin threw the mfport of Mrtqpaimim edarerioa.' lo.some tlrasd by the people-and id other dam they ipyirintsri They-get lugstlisr in the No- _Mhr lm* ptrnwntiog oftbe. actionnwograma at bsdr those cBefamom. --The httfeosj Parent-Teacher tef the Na- xhtml Cangrrm Boltetin mB again aflat pen* crous apooe So mhos npten diOfr^ On i rriff rntin jeigram "Th *in------- ---- its cMrioamzy emphatic to omrie pfcmc* d addmt | ti irmimi This earning yma than win. he a spatial auks'of fs* tads* lka^ludtiseannTstdetiirastkthhse^inSremrfessnrsknmof dmifmmo ."Death onWheels." "DriverThafiateag.""aaafclag a Cmamtmky Safe," "Safely re School,"' *ad-?3hfe at Barea- Ttee MdpM, uhfdt dll be available -for radio benadtasaa reonsosed by. psww trasbsT gsanf, I dm tfaten ever before. To find pass.'to knew ad*t te paang a bsri mMook Ims di area <1 ortnorieu. -i Or, Stack said a a a oanht tieotl tttrit that- ons up l of rise sadawl -thel east sons They srapHw the gaol, and they aw mi wflKng ea m tjnsm wteh a* i tteCtH-nAcIaUtmAtNhfoSnAtNhOe UwDsf:U1tWa ns wj be by Wayne Ttogbu. tr ttel Maty fbonril MLfeVCOfc lia r q-ij, a.Nsitenal Can- gram oi*Nmw<iod Totters wfll teif a safety conference in Wahingtoarll -& AS state chairmcn of satety anrf afl-praidenm of the smte.<coagxcaam -ssfO come Ugtthnr at thia watiinnss sousrvey itelsMsdsils^ weba 1 aae an noad for tedkating spaas or (hsh sasAw, and'reem think yen she paRkutuiy fctemmtta escape te hmr the type df act site tin* aMmi-i Oar cnoreiadan and fla School and College Sessions 97 with an areas of child safety. In our material into the second category that 1 had hoped wrrice. we keep in mind Una one principle: we would have ready to show you today, our materials axe prepared primarily for our but it h not bock from the primres yet. Our embuAip services. 1 think the materials new elementary school manual, which is en bB generally into thro: categories. titled "Foundation foe Safe Living," should la the ftm category are those chat con be off press early'in 194S. tinue year after year, such as "Safety Educa We are also retiring two of our ether tion" magazine. We also have our monthly manuals during the coming year, our manual lesson units and . pewters. The Ions units , on physical edocadon and recreation, and are broken down into lour grade levels: the the one on ratal ' lower elementary, the upper elementary, the CHAIRMAN SANCRZN: The next speaker juafor high, and the senior high. Each is Sheldon W. ITownn, ef the U. &. Depart monthb lesson'unit and poster St together. ment of labor, child labor branch. Also in rids category is "Accident Vacs.** MX. HOMAN: U is not dUknll to make a which is an annual publication of the Na repost on the xdvttkt of the U. S. Depart- tional Safety Conaril but not of the division. oscste ef labor and the accamplisfitrews in In the second category we have new man ti* field of nitty oduothm during the pest uals. bufletfag, pamphlets, and so on. Dating of an edwariosaj na- the post year we have rtmiopert "Hazard Detector." This is lor the field of bone ecu* osssin and wss produced In <rhh wash other wpwintlow as the Aiaaiae Home *- Association. We hare released lour fat a series of nsdal wfafch I one in agriculture, one m of young waken, boys and fids of iff and in tndfic, and tree hi cons- 7. who me taking their fm $ahs ba Indus- try. b is ar itspunafbBhy to aae that there : of oar industrial do are safe job. Jobs winch are so idundy te docah, primarily became I think oonluiirdona that the* yenng ptntva an t eqwvloBy good hr the school shop, ccpoct to weak without too much possibility thaa can be transferred on the dan- of a <Snbte| fasjrey. g'm jobs ns par- tfanlmfy tetardots, or sehtrieiy nonhaard- __ dm materials for display hoe; oss is not as simple as it sounds. In fact, only these that 1 thought were three is a tremtndotw lack of hifaraiaiimi on wbether any putkahr yob is, in (set, : third category, the msnC important dangerous or not dugtrsw. Our job is to [ dal we finfctad daring the pac year supply this information that yoeng aw) a of ore VsTvfatrd Sender* Ac- inexperienced wotfcers.cah.be kept out of t Report farm. U is now reedy far ds- the dangerous jobs, but stm not be denied a We firmly believe that every ri1"1 ooptoymot opporranidre. ha dmid keep templets Madmi Oar a* requires research into fields where t acperti. We aho beficre that If a stttfaria on injuries are lacking and where : reports, there is eon- little tactual information on the relative haz 1 in haring sense stand- ardous nature of individual occupations is sqportiog system throughout . We know all of us wfD both, During the past year, we have made two ' school people, if then ora hnnrtptiow of this nature. One inveteiga- 1 procedure-la accident re- den deals with pulpwood logging. This re- bg a*d analyte*. We get a truer picture seanh projeex is completed and a report ot he dteuha. The National Safety Court- the iarestfgadew sow being prepared. The pnmfag itremmrMiof. and urging ocher invatlgation coven the opesadoa of teaytbo of standard wndait accident re- metal-wotting maritlrwa of all kinds. Strange, log in aR the schoote of the nation. We ty enough, three is very little -iniormatkm 1 this conference of Ovgaa- available as to which of the middno tools t In getting widespread use of or other t&eol-forming nodbines cause the I Smites* Acridote Repost form, gmiot number of aoidenta and the most t is one other pabdattea that fafla severe injuries. Some mfcty enginecn can- 98 35th National Safety Congress, 1947 rider grinder* tbc root* hazardous; otbss, punch presses; still other*, riKim. We hope to supply the factual dux which win show sot only which machines cause the mast acci dents, but which cause the toon mm in juries. This investigation Is not quite com plete, but we hope to issue -our report fate this -year or early not year. There are several'ocho projects of an ads- catiooxl nature which the Department of Labor has completed during the year and which 1 should like to call to the stuke of this cootacace. Mr. R. T. Blake of the Division ofLabor Standards is a member, com **-- on colleges, of the American Society of Safety Engineers. This committee is draft ing an outline and U preparing test material tor instruction in safety at the collage level. The report of this committee Is to be pre sented during the Congress. The Division of labor Standards is con tinuing in training couno for factory in spector*. and, during the part year, anuses of training for factory inspectors were con ducted in New Jersey, North Carolina, South Carolina, Indiana, Nebraska, Iowa, Miarouri, Rhode Island, and Connecticut. These training courses have been extremely popular in the past and will be continued. The material has been revised and broken down into fire separate courses of 30 hours These Separate courses axe progrewlve and are given at four or five month intervals, thus extending over a period of about two yean done. The-e*parity of the Division to give these courses is entirely pledged foe the coming yean. That briefly Is a report bon the U. 3. Department of Labor, and now I should like to call to the attention of this conference a mattit of rc-oiganlxatioa within the Depart ment of Labor, When x was first appointed to this con- farmer, 1 represented the Children'll Bureau of the U. 5. Department of.Labor. In July, 1946, the lodurtrial Division of fha Children's Bureau was tramierred to the BMakm of Labor Standards and became the Child Labor and Youth Employment Branch of that diri- rion. In July, 1947, the Child Libor and Youth Employment Brandi was again tnne- tond, this time to the Wage and Hour and Public Contracts Divisions of the Department of Labor, and is now set up as the Child Labor Brand} el that divirion. These changes have to do with organisation, not fanetloot. The Q>ad Labor Brandi of tbc Wage end Honr and Public Contracts Divirions ariO condone its functions of protecting young workers from dangerous employment throng* means provided by law der the Fair Labor Standards Act and through whatever educa tional are available to ua. Xbri-g this fact to your attention so that yon any dcao- mioe whether protection of yuuwg pccsens at work is within the scope of nafrMaa of this conference. The conference may aim whh to expand its representation bum the Labor Department by bringing fa romeuee who more dosdy allied to activities hevtag an do with safety cducatioo of adult workers. X think it might be up fa the tmfcnaa to deride whether activities nk ae own, which are partially legal and perriaPy adnes- tiouaL should still continue to be a fhufcio of a conference such as this. X farmVI lb to say that. In addition Co car legal topcoat. bflity, *rc oped, daring the net year, so cany on our activities by using every educa tional facility at one '1 1 think the conference might also whh an iVcHr now. or at a later date, if it would he an bare additional representatives from the Lahar De partment. who might more dndf my-- some of tbc other activities. CHAIRMAN SANCRZN: The tea hem on our agenda h the election of rihm fee the amting year. 1 wonder V k wunU he smart for us to appoint, 0 " committee which could jj gestious so that we won't get with numerous nemlaatioa. complicated ejection. Do any ef yon htw any objections to my doing that ifcfcmBy! 1 shall jrot appoint smaB cmaarioec. There are two officers, one ctainna mi one sec retary. I have been dull--n ri this confer ence more or lot by atridnw. beann I hap pened to meet with yen at the fin* meeting together fa New York City, and Mr. Hughes of, the Natiooal Safety Cotwnfl has been sec retary since that original tiling. We now are faced with the sec-fey of deedag a chairman and a secretary. I am going to ask Mr. Dennis, Ms. Hughes, and Mr. Jams to take a little time out now and prepare to report, after Dr. Stack bas talked to at The fast report is from the U. S. Office of Education, and Mr. W. T. Locals wBl make that report. UR. LOOMS: The tactic-- of the If. S. visory fa name. Our work includes not only safety education bn* all pi-- and fowls School mnd College Sessions 99 education from the elementary school to the college and onivenity. Became of the nature of our responsibilities, we co-operate with ochre agencies even more than we produce safety education material ourselves. our re port far the U. t Office of Education will be famed upcm the activities of the several di- ririooi of the office. The Divfaioo of School Administration, of which Dr. JL B. Norton It director, has the fcOowfag to report. A bulkxfa, entitled "School But Mainte nance." has been completed and la ready for the printer. This bulletin Is for school adsdmstxaton and inriudn maintenance fac tors with safety. Dr. Nelson VOm, who appeared on the program two days ago, of the Division of Administration, as weO as a repre sentative of the Division of Elementary and Secondary Xdomtieo, co-operated with the Pnaridcfafo Cooler--ce on Ifae fterutdon fa preparing tbc report of the Committee on fire Prevention Education. In this connec tion, you nay be interested to know that a proposal is pending to mb available i$oaoo csfdm of this report for free dfrrrihntkm. Copies at this report, if the proposal is ap proved. win have an initial distribution to sore; county and local school officer, as well as m mate universities and teachers cotfege*. Copim wiD be available to other persons upon requat. Probably the most interesting and valuable publication of our office, dnrinj the year, comes bom the Dirixioo of Elementary Edu cation, of which Dr. Bo* Coodyfcoona is di rector. I am speaking of Bulletin, 1948, Ns. S, "A Curriculum Guide to Eire Safety." This tmOctin-ss primarily far the use ot deromtary school teaches and principal*. It was pre pared by Dr. Hdn L Madrinuwh under the direction of Dr. Goodykoootz. Dr. Matin- cosh was assisted by consultants of state and local school systems, the National Commit tee cm Safety Education, the National Con gress of Parents and Teachers, and the In ternational Association of Eire Chief*. Tbc bulletin^ contents include the following? (1) Importance of and Rcaseea for Eire Safety Education. (a) When the School Gan Teach Ebe Safety. (3) How the School Csn Tocft Eire Safety. {4) How the School Can Measure Results of Fire Safety Teaching, (5) What the School Can Teach About Eire Safety. ($) Dictionary of Fire Safety Term*. (7) Brief Bibliography of Sources. There bas been a second printing of the buSetfa, and it is available from the Superintendenc of Dsam^pt) for to cent* a copy. We were able to get a tew am copica of this bulletin, and 1 bare brought a -limited number along with use. Frank S. Stafford, specialist in health and physical education of the Division of Second ary Education, prepared, daring the past year, a llac of fibs* made between 1940 and >9*5 00 safety. This is a three page list of films and film services and is intended U wggmdona related to safety education fa secondary school*. * The OtrUoa of Vocational Education, of which Dr. R- W. Gregory is director, reports Use following? The Agricultural Education Service bas co operated. during the port yar and will con tinue hi cD-opentkm this year, with the Na tional Comminion 00 Safety Education in writing a chapter for a bulletin on Safety Education tor tbc Farm. In developing ma terial for this chapter, the writers are co operating with manufacture* of fata equip ment and materials and supplies esed on tmvmm The Home XcmmoIo Service of the divi sion is fa the proems of preparing a buUctfa on equipping home economics deportments. A fan f>pp*T of this bulletin win be de voted to safety. Each dnpto- will deal with equipment for various rooms used fa instruc tion, and will contain specifications that are intended to promote beahhful and safe utilisation of equipment. 100 35th f'ntional Safety Congress, 1947 What Activities Need Speeded Strew During the Coming Year? By HKflBLftT X. STACK Director, Center for Safety Education, New York Uniyeasty An analrtis of the check sheet Am Ins been submitted by the Coufuoace of Ofjw- izations Interested in safety edoratioci bam that there are 18 national otfUiutkai that are interested in child mfety, of Ulrich it hewn ropooded to the questionnaire mbmltitri by the committee. You hare already been fsrpkfmd with the checklist and can see far yourselves the cotnpldtfty of the piehlnra. Yon .win note that in general the itinrfclwc was divided into fere parts; (i) Areas, Eduouiooal Lerdt, (j) AdminntzatSeo, (4) Materials, and (5) Services. Going tether into an aadpfa, we find ooe ditndty that has not been covered in this questionnaire; the quantitative and qualitative tide C the various activities reported by paxtidpatfng otpoialloa. For example, one oipnintioo may have one individual doing full-choc wock, wbSc another may have tea: or ooe magazine may cany all of its articles on mfecy, whDc another may have two or three articles a year. There are certain obvious condndoea that mn be drawn from the final tabulation of the rtyklfas; (t) All of the edurational levels are inrioded in a genoa] way in the npcttL <s) This is likewise. true of the adwilntoratint of safety education. An examination of the materials shows that moat organizations are ptpridfog a variety of types of materials, such as tests, publications, ouno of study and the tike, (3) Yon win note also that tike .number of services rasa Ugh. A frequency distribution of`the sot in the fine oduma ten that six of the tl opsintioos repotting are uncouol with aO pfcueas of safety. As would be -'p--that ate certain orgardxatkn where rriimry htam h in one area, andk as, la the case of the National Board of Fire Underwrites*. In pee. restioB, and is the case of dm U fc Dqwt< moil of Labor, IndtntiUl safety. The writer fint askiwiad to get same pfan cf smfgw^^ a numerical nhc to the --rifntv *!fa, in order to detesmine bow cfarety the teeram in specific activities ccndatad wkh the needs, as indicated fay the wridat frequency for various eaurns. It ms fide that mfr a am- taiion might show whether or not the safety movement in the country was being directed along the mast lines. Soch s conelation was doc possible heoasc there was ovofapping in the various areas, and any statistical interpretation by the rank-diSer- enoe method would be mostly jute hokum. However, there sue certain natural oten- ten that ooe can make that may have mote or lem validity. 1. Not amity as moth work is being dene in the Add of hoove mfety as wwwld be justified by the home accident rffnsdoa In the country, tee example, {hem an dose to 100 different types of publics- _ dona--couna of stady, inltecis, work " books and the like--on driver cduratien, but comparatively few cn heme safety. a. The asaac thing can he old for mo tional and agricultural safety. 9. There is ample jtwritestinn fordeo tension of our safahia in cnenmagfag courses lor tracherv The IL S. Ofet of Ednratien figures far he year dm that there axe taCo coBcgts and mbadia throogboat the qmiy, net indndfeg jnaier college*. yet dnhgikeaatek year hardly mere than 9* or 4 per cent of these cnOgfra. afer maiw* in the vatiocn phases ef mfety educatian. Ac tually, however, the number Is hagfre during the summer imlnw life wflJ have to esmtiane to mnfta enr cf- 4. It is xefretidag to see thee alaftfr crgmdKutamareie hwnfmepuuhc activities cr prejrsti WfcBe this dam net nrcemsrOy Indiana cg-iyeiiths with other organizations within one Cssfa- ot the ferength of dm 1 lass in co-oy maplaumemy murrlah in the < ofeeted ihfe yem by the Censer far gaiety Ftinratinn. la eddfeten we afmd right School and College Sessions 101 tboumad pubticattoas of member or ganisation* of this Conference during our visits last summer to *6 colleges. We fad that each of the organizations should take advantage of the publica tions of the others and distribute than as mock as possible in connection with our field visits. 5. Some of our friends have been alarmed over the fact that there is an apparent duplication of effort on the put of na tional ergsaJsstioBs. 1 have not been greatly cancernl about this became the teal Add tell of onr otginintioos is pitifully ----tl gar example, the records show that eighl of our organizations aze iatcRUsl in driver education. In' spite of the work that la* been done in the pmt ten yon, the number of high schools as compared with the eofioo la the country--haring satisfactory courses is still comparatively imzll It is doubt* fol whrihrr even one per cent of last yvnrh high school gradnare* have taken driver education couraus. There are some wades hi whkh thesurface bas never bees scratched. At the rate at whkfe we are programing it will take many yarn of bard wmk cm the part of all organiza tions before these will be a satisfactory program. S. Every effort should be made by organ ize. '"m to take advantage of the ream* no. ">nt of tie two nmit Pnddntk Coou.. cnees on traffic ml' t and fire prevention. These conferences not only set up good objectives, bat also should give ns mnch needed public support. The total drenlation of magazines pub* fahod by the various organization is 64340k Tlw is a vet) fine figure and indicates the pwibOiths in the use of magazines in asnraragjng safety education. While it it true that seme of these magazine* carry safety antries infrequently, nevertheless, an aitide appearing In the NJLA. Journal, foe instance. Hb its tmwwlww cireulatioo would be mm hripfuL Everything that cm be done to bar* mote mfety artidcs appear in these mgrainrs and in the many other kinds of rdomiiiieml publications would be just that mh in obt favor. Undoubtedly there should be a definite attempt on the part of our orpzdatsoa* to get artidet into the pubtira* bons ef state frinrational associations, which lave a very big cfrcolation. The same citing might be said for stories is the popular mag azines. which have a tremendoos circulation. While It is difikult to measure the relative effects oi the various types of articles, it ran be that good articles in the Readers' Digest, for example, would have unusual value. Anyone who has been familiar with the field of mfety education during the put 15 yean will realise that there has been a tre mendous growth in the variety and typos of publications available for schools. While there are no figures given in the reports that have come in regarding the number of publics* tioos distributed free or sold, the yeart figure would undoubtedly run into several million*, exclusive of the textbooks and -"">* sold by book publishers during the some period. At one time the number of books on mfety published by the book companies could be on (he fingers of one hand: today the >"-* under different Utica is mote than loot U would seem that all organizations should cooiiBuo to improve tbeir publications and to get a* wide distribution as they ran. ft hm been mid many timet, and should be repeated again, that ooe of the weak links in the wozk of all of our oeganintioos is undoubtedly in the rural schools. When you take such state* as Itnrti and Iowa and rc- tht from So to 90 per cent of (he total school populations ate in rural districts or vilkagm, this group is a very important but difecuU one to rath. AO of the organizations represented in this conference have one objective that is uWiwi* all aim to reduce preventable acci dents to children and adults. All may have certain voted initrots, and each ovganixs* ties any be striving to justify its work--its "place in the sun," but each profits from the suctorial work of the other. Everybody profits, of course, when accidents are reduced. We have dearly demonstrated in the Fres* ideal** Conferences that we, as representa tives of organizations, ran work together for the mutual good. But co-opcration is ptedi'rated on giving and taking and, of course, it involves occasional meetings to leant what the other organizations are doing and pub lishing. There is no halo around the heads of any of our organiations; with our small staffs and limited budget*, the Influence that any one organization alone ran have on safety cduatioo practices In the country is negligible. We need to utilise every effort possible to gee the local schools and other 102 35th National Safety Congress, 1947 School and College Sessions 103 iirmiIn to take tmr their rcspooslbQittea Iof mietf ednatiOD prognai. A* * Ieyre* teatsuirw of one of ttoe ogpnttarioaa. the Center will cootiaue to cocfOM tmemsj way that b poajbU. It it ent tayc awd oa victioo that other agenda wBl do the some. THURSDAY AFTERNOON SESSION October 9* 1947 Gmtmtcd S--Inn Dtmonstrcition Mtaftaq ol a School Safrty CommHlit oi a Local Safety Council (PannX Pirn--ton) Presiding: Hoby T. Hzald, Fra, minoss Iwtimte of Technology nmJ lc SCHOOL SAFETY COMMIT- TEE of FLEASANTVHJLE SAFETY COUNCIL Ukl Nauu P. Wutrr, Fia, Baud oi Education. Ocrriarnl; (Jairpaa RepresenLing the School AdminJstrarios* Toav Wicxhaw, Supu Hamilton Public Schools, HamSloo, Ohio Representing the Elementary Schools May Wymam. Supvr, Safety k Spedal Education, LouiiviUe Public Schools. the Secondary Schools Liwa Cutsx. Otalrman, School Safety Corn- wu'WOj Kawnny foblic School Ihptoattag Driver Training in the Schools Ray klcfiiuN, Soprr. of Safety, Dept- of Xnrenaoidu, Board of Ednntiow, Qeve- faml F'l'i the Parochial Schools T Rztxxxxo Tbovas J. QtncuY, Supti, nccsboxgh Csihalic Schools Kqumnting the Loral PTA Mm. SL B. Summon, Umbo, School It QiM Safety Committee; Chairman, Women's Safety Council. SC Joseph Safe* ty Council, St- Joseph, Mo. Representing the Headquarters SoK of the Local Safety Council Button B. Cams, Managing XHr* Jc*orson County Safety Council, Birmingham. Ala. Dknmiw--By tnernbrrs of the aodkacc CHAIRMAN WULFP: This putkalar meeting has been aged" today ao give yon an idea of how at raxzy oat a dtOd and school safety committee of a local safety owndL WO the dak, Mr. Mtfarifn. call the n>U of those present? CHAIRMAN WULFF: Yon have roerinri a copy of the minutes of the bn anting; I trust you all read them. Arc there any * rectioas? If mt, is these a morion to approve? MR- CLARK: I so mam. MISS WYMAN: Second the motion. .. . Morion pot to a vote and canted ... CHAIRMAN WUljy: Anything te the line of eoesasuttarioea since the test mess ing? MR. McFAJILXN: No rraraamlrsriocs. Madam C7in{mi.n. CHAIRMAN WULFF; At rids rime w win have repots boat the various cmamfttec*. We will start with Tory Wickham, whs win report for the School Plant Safety com mittee. MR. WICKHAM: Madam Qahman and toemben of the committee; Before making my report 1 it would be wcS to remind you that in PlcasanrvOle*we hove an organiza tion in which nfety is scremed hone the gran roots. In PleaancvUte every public and pa- rocblal school baa a school safety committee or round). On thorn school safety commit tees we hhve major npracataikn from the student body, but we also have mfiabcn of the faculty, patents, and other dtiara* at tncmhcn. At oar last in Asgot, year School Plant Safety committee mode three reooo- nadirifw which woe approved by the gengal ensnaiftw Thme lecomiamriations were: i--Thnt the pcssons in charge of safety re amiss in cads school throughout the dty be urged to develop a program for getting aS new pupils thoroughly hmflfav with their mem school building, its salary faqlirirs, and in bank a--That the safety organization in each wheel be urged w make an impaction of its playground so as to discover any safety batsanh which might have developed during the wamr win'll the playgrounds were used in the city mmdonal program. S--That each school be invited to develop to own program far the proper obamoct mi Fite Pievcnrieo week. rv**llw 5 to il, m* Year amanittoe is plamd to repost that ibe schools have respondsd wholeheartedly a fbnsr recBnacnduions Areimg the specific activities repotted from various Tnifltlingi axe th following: (a) With raped to irriaiasp-t,yV-- 1; Safety cotmcfls in nose schools have caused napa of the hoflrifen uri grounds to be drawn by the pupal* and have helped new pupils me the maps In teaming to get about- nt lw,bn I-- h-m hljhii|tua oa such maps. Spots where dangers hrxk have beta Mrmiaeri. and proper precautions bare been suggedad. (b) With reject to rrrnmiasnditinn a: Almot all the fJiyyoumfe have had the benefit of a carefal hwpwrticm and, ibm^i the co-operation of the school admiztistraden. .a great many wafa onraffrWie kne been oeneued. Among the ennedna ate; filing of holm and rtravel of pegs mod in feesohoe pfaWag tusunl to proper sue- age of temporary hkachm and grotmd-kezptag machinery kb fmas mraainr tasrtisll repainting (white) of step* where n>e bad darkened than. (d) With raped to wBimAAii. p la aaany bondings the School Safety Council fas Invited |anaa to come to the school building doring Fire Prevention week to par- ddpate in program* petseating the dangess si fire and methods of prevention.. Otbos fare propened a genera) ingwohs Usak vkieh aO pupils may use in their own hemes. Is each bcrfVfiog tbc safety organization has aetoed with the adalnittratioo in attemptg to improve the procedures to be followed o case of finu and ha drills upon those protdaiw. Your School plant Safety nnim> baa two recocameodarioos which it wishm to nrbmit for your conadoation at this rims. They are as follows: s: In practically all our school bufldfny. regular inspection of the premises as a tansnr of eliminating fire baxsxds is a routine pro cedure; Gcnnhdm, three is a wide varia tion in the procedures followed in difiermt buildings. It is therefore our ***** a city-wide committee be appointed so wady the problem of school plant impecrion and to develop the fallowing: (a) a list of the points that ought to be covered in a school plant impaction (list shonld be as abort as possible); <b) suggested penonas! to do the inspect ing. e A number of acridena which have oc curred in school bandings this fell have ***** due to souse of the following s**fe prac tices: curios handling of sharp itstraeuta, such as stisroo. pens, pencils, etc; uiuuuwd- log of stairways; tunning in cosrbhas and 00 staits; crowding and at drinking fountains. U is therefore recommended that the safety council la rash building study the problem In Its own ares and. In co-operation with the school adminlstratioa, develop a program which will tend to eliminate these unsafe ^CHAIRMAN WUIFF: Ton hare hard the repeat. What is your pkassrd MR. WICKHAM: X more to adopt plan No. 1. MIS WYMAN: Second the rostiou. . . . Morion put to a voce and canted . . . MR. WICKHAM: I move adoprioo of rcenmiipHiht^w NO. a. BUSS WYMAN: Second the motion. . . . Motion put to a vote and anted . . . CHAIRMAN WULFF: These two reran modatioro will be laid on the table far the time being, and we will take them up at our next meeting. We would now like to call on Mary May Wyman, chairman of the Airtidcat facts com mittee. BOSS WYMAN: We had a total of 946 accidents to our children. Only it per cent of those aeddents happened in our buildings and on our school ground*. We are working through our safety councils to ***<*** drinking fountain accidents, and through our teachers to eliminate danroca ttv, lOi 35th National Safety Congress, 1947 School and College Sessions 105 One of (be scboob where om of tbe ae*` iMy- I <MnV our program wQl be fur more odeatt handling Kiaon occurred, baa pro* duced a plan oq bow to handle time in* piements. Only 54, or 5 per cent of accidents, hap pened to children as they were going to and from school, and 10 of the 54 were motor whlde accidents. Fottj'he per cent of all the accidents tbat happen to children in tbe elementary schools of McasanmOc occurred in their elective iiaitofw weak together. )OL rutlKi As of the Indus trial Am mb uamnuttcf, I would like fim to report the cnuplctioa of the little projea oa the dcdmal equivalent card (t thini mk of you bus * copy) whkh 1 outlined for you lately at tbe last meeting. This hi been dnftuad to all Junior and senior school shop uwfitt, and bum observation* and uissU cph| fa so far, it sccnM M be boom--414 out of 94c.! hope tbe local safety quite worth while, council is going to get tech of na in helping la dtaribeuing them little cuds. 1 sot to organize the home program. We can do our along a short mimcngrijihnl latter to aneb share through the Parent-Teacher Associa tocher. calBac aneurion so the opportunity tion, but we need the aid of tbe entice coun cil as well. There were 550 so-called "other" acekUnts- that th card iftied ta teach a safety koto, and | recommended, as tUuogty as 1 could, that such a Imrnu be taught with tbe dtaribu- acridcuts that happened when childra were tie* of the cuds. at play: in the afternoon on the meets when I befieve a good deal of teaching did^n:- they were pedestrians; at tbe staling rink, which probably needs some Invmigirteu: and at tbe amusement park. We aerially hod 5 irmlwn are huomu. and to upul a tea per (miuuaus thingEketbat h too moth. accidents ht chanties. J would suggat that there might be a campaign put on to hare tbe chordscs do some work in miety. But 1 pcmouuBf have had reports bom vari ous marccs red I betive that aftar scroti dam diamsDU, the yonngstert west botsc These 94S accidents otoMded a less of iliking about safety. 34*7 days. That h really a aery great lom of tucm when you consider our children arc net gfjf education during tbat time. the iwimtirr of requests for ssmpka w have With tbe cooperation of our superintend received bam omuite the idnnl la face, that ent, a directive was sent to all schools, asking have iw a number of requests boas indus b^t they make a study of their street inttr-^ trial shops. -sections to tee which quo needed pofice* Tbe screed sitter I would Bko u report guard, Wc.have tone very complicated dm ee is auifana dup mfcry nibs. Those bare atlooe. The principals, with the help of the beeu spsol spas, red the fire! copy fer teachers, studied tbe intersections, noted the number of automobiles that actually pamd, the pi--**-- ef children craaiaf, tbe number the porno is now fa the process of going around the dtCeraot school shop dtrinoen 1m apprenL When approved, the posten of tuna that were made by tbe cars, and tbe wiB be printed aad dhtributed to every acboot speed of tbe cars. On that butt, working with shop is town. tbe police department, we hare aligned avail Our atm is uniformity throughout ihc able policemen to the intersections and we v*iwl '"p Incidentally, one of tbe mod are now very seriously considering putting hmctfal mpvsth of this project has patrols in alt of our elementary schools. been doscr cooperation and biter under- We worked with tbe fire Prevention com eaiuHng before shop teachen. mittee. Through our Curriculum committee Third. 1 am happy to report tbat tbe Cur wc brought out a unit on i prevention t that fire prevention would be taogbc not only during one week but throughout the riculum. committee t tbe Industrial Am deportment of the school vyaim jrrtainjj the whole ledutrtal arts curricolusu, at tb year. . present time, and safety is going to be ade Mid*TM Chairman, if it is in orda, I woajd quately strased. like to more that the safety council consider A fourth asatter that I think ought to be very seriously a cooosttd <4ht to improve reported separately, although-it Is really an the home safety program. outgrowth of this curriculum plan, is the We are teaching them one thing In- tbe feeling that was evidenced among shop teach schools, and in tbe brants they ate doing other er* who got together on the revision. Mart? *bop itidwu were weak b* their safety edu cation "tricks'*, if I may use tbat term. It vat agreed that all could be improved by a nore general knowledge of safety experience. This is a little nrimlnus. but tbe shop teach ers reached tbe rirrition to attempt to make t mrvey aad try to compile a handbook of safety edneatioo devices which shop teachers bad brad rnrrcsfnl in their own chops. That condudcs my formalrepcrt oa activ ities whkh are under way aad which have bore tonpkted. I would like to take this oppunwirify to tom one other thing into your bps. Mbs Wyana brought out tbe need for pub lic support. I am at a lorn aboet this age-rid problem of gtstzag proper equipment, repairs and sill micoa aerdfri to make our school (bop safe. Thfs jmililrm fs not r-"*"-- to dml dupe, hut to the entire school. We hod an remfe oooditiea--I mu thinking now porricularty of a Junior high school ibep-ta wfakh tbe muDutiiOi is inadequate to take care of soldering aad hmoce firms, U hm bn reported aad compbtiasd about e a year for the bat six years, but 9 no *hsog-- in tbe rrotHating rystetu has 'beam- mode. The problem k not jtat one of putting the "beat", so to apeak, on the Board of Ekuadaw. The "host" k cm them iisiiiiiismsly from oB Muiuj far new equipment or iVfndus. 9nu a safety viewpoint, is there mythfag wu cun do m hdp coma the witter ami get the retut1st ahentkos, nnkMaRr.emd oausSduauurTecn the Afietrnn wnHlctorfi the reuuiaee M riodri with dm sdmintar*ho, he would have found that wo have jut qipsoprhuud money So take care of those "aUUUfAM WDIIF: Ncs we hear Ray lidtiBn. repotting iiin mkke in thsi scheoh. MR. MdPARUN: Par tbe information of tbe membrss u peesont at our bat meetlog, I am going in pout to you again the timajof the Abe training mac ia Pleas- 1 in driver training k. bat, to juepare Mgk school yooths to amnme the TdSrias InveHud in tbe opendem of a ; third, to prepare the youths of today so mpfort sound taSe pragma as tkluw, sad la sun am to be better fujuri n cope, dfaulrdy with eraSc problems if and wbre they became administration oCdsk Our ipwitc alas ia our driving training coonc are: 1--Again to develop mfcry cotadousncm and proper attinsdes toward driving; a--To cocoonge tbe formation of safe driv ing habits; 3--To develop a proper understanding of tbe physical, mental and oaotioml character taka and limhifam of motor dilreu and 4-- To understand the proper attitude toward the causes of serfdom; 5-- To tsspetm itmleuti with the reason Mm-- of driving tat; S--To tench the ftmrtlun and operation o( the rlr.mrnfi of the automobile;' 7--To develop a oonariocmiru of the fee pww of preventive maintenance in the conservation of the motor vehicle; 'To train undents to drive an automobile aad to ihukp an node*Winding of the pbytiuJ cfcaiacurtakt of street and hl|bn? metisp, tactadfng the significance and ul ne of rignoh, signs and markings; and 9--To qualify the undent far a driverT Lost year in riannnflk we bad a very snccrefnl year, and tide k tbe report far the skoal year, 194*-47: In riesmttiOt iasc ye*r ill of the high shook ofatd driver tziinlng to boys and gMi c dan >6 age. About 1400 mat enrolled. Of these, more than tjas were qualified for driven* licenses. It k iutneUlug to note tbat ia tbe February- to-]uue-i947 daw slightly more than 4 per cent of tbe total number of boys enrolled did not jam the course sUk only one-fifth of 1 par cent of the giris enrolled failed to puss. It would appear that the "weaker res'* doca very weQ in driver training. The valor of driver training throughout the United Stairs, as well as here ia Pleasant- " ville. k shown by a recent am icy toads ia dif ferent accrioco of the country. A postwar ready in feonybiait ibciwwl that driven between the ages of 16 tad so drove Ire than om> fifth far per fatal accident as those between 45 aad 50. In a Connecticut rtody, tbdr fatality record was three times as Ugh as that of tbe go-ao-go-ycar age group, in pro portion to the number of taSka driven. Ia terms of mOes driven, the tktMO-yeu age group has titan timet at many revoca tions of Be*run moacotaa ia the 45-10-yt 106 35th National Safety Congress, 1947 School and College Sessions 107 year group, and they also bare the highest death rate. These studies ol past experiences with the young drirer suggest that the question is ao longer, "Can wc affotd a scientific training of our young driven?** They are the mow dangerous group of driven on the road, mad the driven of age 6o are next dangerous. The Delaware Sate Police compared the records of trained and ncmtrained diimi over a recent tom-year period, aad they found that nontrained drivers had 46 per rent note violations than trained drira*. la Pennsylvania a study of 250 driven trained at State College High school and 250 youth* the Staked personnel of our subcommittee, 1 the surrey of cotme could not be exhaustive. Vim af aB. we the matter with the local public school superintendent and with hi* wytrawr of safety. We obtained opinions trout three giniluiun as to what nc the tredsos woe making of instructional mate rials they hud. Tbn we obtained pmaSains here the superintendent to send a brief ques tionnaire to a selected group--a rempling of there oa the wcoodary and elementary levelasking there what they thought of the mate rials placed is their hands, and an what are they woe putting them. Briefly, the roulu of the subcommittee** study woe as follows: of the same age with no training, during a The couxsc of Kody in safety in the schools period of three yean, showed that 5 reported k aa outline of material* aad wJntBCB accidents involved trained drivers while IS and nggested activities. The teaches tdl re accidents were reported by untrained drivers, that it is too vagae, that there are copious Abo, untrained driven caojed 11 injuries, references but they arc itforntn which are while trained driven caused none. unfamiliar to the average toriser, aad the Ascady made in Cleveland, Ohio, some time teacher Simply han't the time to look up aO ago showed that persons who had driver three hooks. training were involved in 50 per cot lew We were abo told by the tcadxn that the accidents than those that bad no driver training. The flonatnUc Safety Council aad the coarse of study . contains many ssggotcd activities but none of the activities are woekad oat in any Atwq And again the teaches other co-operating agenda in PleanntviBe coapbuod that they hadn't the time to should be complimented for their farsighted- work out drafted activities, became moat of nest in helping to establish driver training the teachers are not trained in ,re!cty cdacs- in the PleasantvOle high schools, and also for dw. bring willing to share thdr experiences with The superintendent of sctionh. la this par* others who are anxious to establish driver tkwlar am;, maintained that be did net training-couria in other towns and dries. * want a new comae of study, and the trachea The report that just came in, before wc bote turn ore la that. There are enough came to this meeting, showed that this cnorara now, the curriculum is already ore- semester there are more than 685 boys and loaded, and the teuben want material they girls in Pleaantvilte now enrolled in driver can integrate with already evitiug courses training. and programs. Finally, we have a new textbook in driva The teachers again maintain that, with training that has just been put out this year, the present course of study suggesting activ 1 would like to urge this Committee to read ities to tho, they haven't time to work oat it. 1 will see that every member receives a the integration with the other subjects in copy of the book. Possibly, at one of cor nm' thdr curriculum. meetings, you will want to urge adoption of 1 am pleased to note that ooc of the other this text as a regular classroom book for manben of the committee mentioned today driver training. that the industrial art* curriculum revMoa FATHER QUIGLEY: At a recent wrin| Is going to try to take rare of -- I waa appointed chairman of a subcom try working io safety activities with tbdf mittee to invotigate the existence, aad industrial aits cuRiatinm. the proper use, of instructional materials in The next Item wc investigated, in addition the schools of Fksaotyflfe. Your subcommit ta the course of studies, was the available tee frit that its first task was so discover the material theu is distributed to by use to which teachers woe putting such organization* Uke the FlemnnniDc Safety materials as at present were available to them Council, various automobile dubs, and so oo. for the teaching of safety. Our study deracoatzated to as >*# most With the short time at our disposal, and of this material is exreflent. Units are worked out in detan, and the teachers like them: but, unfortunately, despite that tact,'a large pro. porttoo of this material finds its way to vari ous and sundry wastebaskets around the school. The reason for that, according to the leathers, is that much of this material arrives at unexpected times and at irregular inter vals. The treehere are busy with somcshlng rise at the rime thh material coma to them in the mall, and they have a tendency to put it aside trsril they finish what they are doing. The reek is that h usually is left oa the dak for same time and, finally, it is dtsozded ilirngwho'. Soretaa these units are used by seme nw1*" for busy work. It is ques tionable what particular value is, derived bore tine. At any rate, ndi units are not tied In with the comae of ndy, not tied la with the school program, and It Is difficult for the ratho* who are planning thdr work weeks in adranee to take into tntidendOD mate rial that has wet arrived, and which may not arrive within the period for which they are The committee aododot that most of the qoncy spesu on this material was bring wasted, net besom (he material was poor other had are the time to work it out or was tnriBxng or uaaMe, became of her tack of atccy hcckgnxrod, to correlate these osritt with other roams. Finally, we asked also about audio-visual aids, and fcaad that meat of the teachers. He them very much .bat are unfamiliar vith much of dm material in the visual Arid that touches upoo safety education. W* faowd that where ofiecy materials were ssed. tathpi woe enthusiastic about them. The value of the motion picture, it was agreed, was very great for developing safety fdnearioa. psnhwtsrty the use of sodt films a we hove svaBsbie on school safety patrols aad driver education. The cmreaktee abo sought suggestions Iram teachers as to the nature of the mate* rials they needed to make atccy ednmtieo important and effective. These suggestions, and the study of teachers' ropotaca to the questionnaire, led to certain oonduddnt and recommendations which I would Uke to leave rich yoa today; t--The present available materials are not bring used effectively.. a--*The stated objcaivra of safety adoration aretoo general in the urind of the classroom teacher. They are not understood by teachers in terms of application to clawroom experi ences. The objectives seem to develop rules of safety but do not develop in the student a safety roasooctsoess that transfers to his out- of-school life or that may cany over into his adult tile, j--'The promt materials aaume in the teacher an interest in, a real for, and an un derstanding of. safety whkh simply does not exist. Teachers have not the tiny*,. finally, nor the training to work out whole classroom activities in ofcty. Therefore, we make the following reams* mendatioasi 1--That teacher Graining, In-service or oth erwise, eaiphavtw. the need of mfety educa tion, and impress apoo all teachers why safety it Denary in the auriculas, why it is fundamental to the development of healthy, happy and iffiihiit The leathers must be copringed and most become them selves zeriom about safety, if they arc to use any of the materials seat to than. a--We recommend that there be no special anne in safety, but that safety kaaos mast be worked out in existing mina The corre lation, however, must be definitely made and indicated and not left to any haphazard whim of the teacher. 3--We recommend that such handbook or safety maicriak, be placed in the hands of every tocher. The nature of the source book should be as follows: It should be graded for the level at which the teacher is wot king. The activities in it should be worked out h* detail. AB arihritia should be Erred by subjects wherein they assy beat be iadukd-cMcs, history, soda] studies, hrallh, biology, and so on. Thus, when a teacher plus a weekh weak in dries for eighth grade, she may cum to her handbook or source book am rafety edaotion and And listed thereunder "dries, 8th Grade", souse detailed activities which she ran use in the classroom, aad some reading* that sure worked oat caapktdy for bar so that sbe doesn't have to go to the library sw] look into 15 or ao books. The committee submits than recuenmerda* tions for condderatiou. CHAIRMAN WULFY: I would Uke to ap point a committee boos the Plomntrille Safety Council to consider Father QuigieyY recommendations. I would Kkc to ask Father to terra as the Chairman, with Mia Wyman, 108 35th National Safety Congress* 1947 who represents etemeuwy education, and Mr. Cut, the representative ol the National Safety Council, to save with him. Those three will get together with the local safety council and with the local board of cdun tiou and take up these matters. Yon may appoint additional member on the commit' tee, Father Quigley. We will expect a report at the next meeting-. At this time I would like to hear from Hr. R. B. Sampson, ooe of the physical education MRS. SAMPSON: Yon recall that the sub committee on Physical Education and Play, ground Safety was asked to investigate the situation {n PlcasaatviOe schools. We have done this, and our recommendations are con tained in the reports which have been pre pared by Murid Lnau, supervisor of physi cal education. We recommend that this report he primal and distributed to all teachers. The rtpost follows: Safety is an essential dement of physical education for two vital reasons: first, because the high incidence of acridmts is a challenge to reachczs charged with physical .education; second, the program of physical education is suited to practical instruction, safe proced ures, tednuqas and skills. (t should be accepted chat safety sad ef ficient playing are synonymous. The umcct way is the safe way. To mliae safety fa physical education* and oo thq playground, three ham mow be right: first, the environment and the equip ment used. Under teacher guidance, popfls should learn the ptopo: pbaa to play. Gym nasiums and equipment should be safe and -map**- Second, activities should be adapted to the pupil, considering age,' strength and ability. An adequate period of preparation should premie an activity. Retention should toQow strenuous activities, and third, coo-' scant wptnkfan of activity ntyioM be main tained. A popfl should leans to play the pne according to rstahHihtd rules. They should learn the irfadou between safety sod sportsinsncftrp fa itUekt The frathrr sbnuld be an expat hi diag nosing syiaptnsns of * situations such as fatigue, excitability and inability to adjmt to the situation. Passing between gymnasium mad play grounds and sdaoofroosBS. pupOs should go in an orderly fashion. There shoold be a quiet game at the dose of the physical edu- adue period, to ndstetfedmetef bsuied Under do dtauamaas should ptrpQs be allowed In the gymnasium without a teacher. The dangers, of this are otnissa Thaw shoold be at feme one member of the fecafty who Is proficient In fiat aid, and this poaon should be familiar with the ad ministrative routine la handling cases re quiring first aid. The complete zcpon-Usss jfi spedlie sug gestions to insure safety. 1 wSB mstimi a few of f>1*w i--Children waring ghna dsould not be allowed to participate in physical education dames ualess glasses are temuted. *--Jewelry. such a* bcandecs and rings, might be the muse of an injury and should not be worn during nuts. y--Gym shoes should be fastened secxrdy sad laces shortened to prevent slipping. The wearing of street shorn fat the gym should be prohibited, except in such special activity f-2my aorkkre or near airfifewt oo the playground or in the gymnasium shoold be the cuniua far mfcty instruction. 5--The fasowtor shoold regularly inspect all equipmeat- 6--Movable apparatus, wA si Jumping standards, what not is use; shoold bekepi in i Hoc are some rules far popQc *--Take care to avoid hfrriag otbess with a thrown ball. a--Do not jump in working feet. 9--Drop the fwwhuB bat, do not throw it, after hitting the ban. 4--Stick to safety rales in mikvhig a ball 5---Descend a sop* band ondcr hand to avoid frktioo hums. Do am sBde down. fi-Stop aad look hi games inwiring nwcing. especially where the ground is msevta or where fcnge mtahot are playing. MR. CARR: (Mgr. PtasurriBc Sstssy Council) I bare jo* tetnraed from Chicago, where 1 attended the National Safety Coo* gnax. sad I mo wtlud yon and the other mcwlwt of the committee for appointing me on your msnnsiuec. 1 find that many safety cctrodl numgro do not have the privilege f serving oo their school com mittees. Z think it might be wefl, in that cocacctiee, to review some of the functions of the Fleasaacvffle Safety CoundL This msauilnrr in School and College Sessions 109 itself is tangible of the iatnot of ear school efidsk h the local amadl in a dry-wide lor aeddent con- iral and ptnunam As you know, the CowacQ's primary job is io permuting accident coafrot and so m the school, the borne; or oo the higliuij We believe sin- cerdy in teadtiag w peerentkm in tbe are is sm poijwoe to teach- iag the ABCS aad haw so add. rehtiact and multiply if the cMIIbphgsO to be killed 00 the Mixes at a aAc aeddrec. or killed ka of that kind. Onrsesvkia are strictly udaaruj. We bore no legal standing io the school admirastra- ifeo. We are happy that yon are accepthag re. In that cnanoEtfeo. rrgiidiag the servicB Jut tbe ffshty Connell ofeu the school, mch as tbe dhttihutiim of films, audio-vfeual cdncailoe akk, the safety lesson odu, and so cm. 1 nosld Ifts so irnhil frthtr Qnigfey of the uudiag sfer of the Safety to io Flcannrville. This repost io irffiMsufisl and is an informstion iqnst. in be oaed strictly fee the benefit and the pMtw* of tbe cnasnrittec. We found that the high school with one exception, are in ocdknt coufition. Wc recommend that the stairways io the high school buildings be fireproofed slid codosed. We commend very highly the driver training program in the schools. We would Bke to see this program expended to such aa extent that adults may avail tbeiustlrcj of refresher courses or, perhaps, the first ugsBiot driver training they may ever have had. In the ctexocntary schools we cspedaUy recommend that hall patrols be or&uxbcd to error in the movement of pupth. We further ask this committee's comhlxia- tioo of attending the organised mfcty sxnromeat into the fort, stand and third grades of the schools, became in there grades oar children are most iiupresiicionbfe. They axe forming habits which may become killing them to the schools monthly in a packet to a drejgmucti teacher to be reviewed by that teacher aad distributed to the various dmrooms who* they may be most efiethdy used., In addition to matoials, we also faave tbe ambiance of trained safety engineer* who are available to schools for technical services. I would Eke to recommend that the Junior safety councils of the schools be hwfaded 00 this ondHtc and be used to make fnspcc riiwo, not with any idea of having there go out aad tear down any school hufldiag be cause It any be ntwite. but re fold, recognise aad Tsport the physical" hazards which ofe La the bsiMlap. In many cases, the pupils ihpwotlvss can do about correct- fog the hazards. If the hmnk cannot be tweeted {uncdhldf, we can fowl out where they eda and try ae avoid three. the Junior safety councils banare a port of this nTtairtre 1 would like re recommend hatha that the junior safety cooadl in EfeasantvtUe'k elementary schools, re a pert of their function. take 00 the operation of school safety petrols both at street ornlnp and in the boSdfngk Working In coancctioQ with the ffaat In spection committer, a group of technical seen from the Safety Council baa just made a thorough inspection of all the school plana Safety education is something like character education we foam by I hare a neighbor who k a good neighbor, a good father and a good driitw, Many of yms know him. He k voy find of cbQdxcn. but he is-a bod driver. He learned to drive in the bone-sod-buggy days. We were riding with bh two children fe the bark of his car ooe night. When we came off the side of tbe MD onto ooe of our toctnoos, winding streets, be drove through a stop sign without stop ping, and I aOtd his attention to U. He mid. "Oh, nop signs are lor milk, truck driras." It goc a Kg lough ore of the kids But be Is tcariitng my child bad driving . habltx. I heartily agree with the rocesnmredatkn of this *"--"**r that tbe Safety Cosndl do something about adult rrination. I would tike.to remind this ihst we, m adults, are pretty well sec io otzr ways, and that one o< the wu-at way* of ntddif mother or a father with a safety tempo is through the school child- In other words, . let's teach safety in the *4"^, with the idea that the child will take it beam re *> and Cuba,' Further, I would like to ask that this com mittee appoint one tnrhrr in *** efonl to be responsible far hupulag aafiny educa tion-in that school. CHAIRMAN WUXJV: The Quit would HO , 35th National Safety Congress, 1947 like to remark *>>*- as far as anting Out a tachcz be appointed, we believe that is the function of the Board of Education and the superintendent it is not our desire to dictate to * We will be glad to paw your recommendation on to the superintendent of the Pleamntvilte -a**.!*- Will that meet with vour approval? MIL CARR: Yo. CHAIRMAN WULFF: At this time I would like to remark cm safety at the secondary level. Your cs*tTTTn has had an opportunity re cently of meeting with soma industrialists wbo are very muds intocAcd in the safety mnrrmBiL One of the industrialists mid that industry qtenk hundred* of thousands of dollars yearly to train their men in safety supervision. FnctimSy every plant la the. United States has a safety director. He asked me why we. who are tenmal in the ahmh. do not teach more mJety at the secondary icvcL We do quite well at the elementary level, but fad at the higher level. I wured this man that we woe doing everything we could to promote afety at the secondary leveL Many of our students fed tint pjety twrfiing {a UMJ wnf and we meet with muc&'retistance. We axe trying to eliminate this attitude by pointing out that industry spends, large sums annually to industry safer. And we urge tmifaM participation in safety activities and programs at the secondary knL We an all wotting on secondary educa tion programs. II these ~b no timber huilnem oar qoa- *ywifu the 9"^ will a motinn le adjourn. MIL CARR: 1 move we adjourn. MR. McFARLXN: Second the motion. CHAIRMAN WULFF: We stand ad- So --far Pkanntvflk. We will sew .me our real roles. At this time, the aodt-. coce is invited to participate. MR. ADAMS {Oakland. California): Wbo be oo e school safety taiatinw of a local safety council? CHAIRMAN WUUf: The superintendent of or soHumnr appointed by the supri.Mw.iwn of idswh: and that msmber of the police department who is in charge of the guards. We also have a representative from the public schools, one from the Cath* oik: schools, the superintendent of schools In suburban areas, -a representative how the tatfcw** schools, one tram the private schools, a member of the Parent.Teacher As sociation, and we also ask a representative of the Federation of Womens Chiba to tit in You might find that there are certain other people yon would' rather have. Fundamentally, the committee should Con sist of persons wbo are sooneaed with the schools and the police department, and who will work together. MR, ADAMS; Who should be the chairman of that committer? CHAIRMAN WHUFF: He should be Meet- cd. MR. GILLILAND (Oklahoma Oty, Okhk): Is it not advbablc to invite some senior high school students to serve on that committee? CHAIRMAN WULFF: Each school has iu own safety council. Hus older group contists of the people who axe running the schook Wf aik the young people in for conferences from time to time, but they were not ufftial delegate* from the schools. The schools an represented by the superintendent. MR. GILLILAND: You would have some advantage in bringing in students. They might give a rtifinrnt viewpoint. After alL they arc the ones jatt arc making for. . CHAIRMAN WULFF: I donV believe 1 have made my atatecaent Hear. In every school --and 1 am speaking about a big dry became 1 am not **nnav with oprmioni hi email dries--wc have a safety patrol and a ssfecy couadL We have a safety vaiihiifom muter. Them people knnatitr in'ummrifetirai Mr. McRarim meets with them people. He goes out to the safety iwihihn center. Wc have a principal to chmgc tbme. The curriculum for the safety mk b made op at that school. The focal mfcty cemxS toopoatm. The parochial srhbofe have a sepctiwtuiJent ot Catholic schools. These b aim a anperinteodeot of Lutheran schoeb aad priWw schools. They get together on a program. When all the suggestions of the sendees couxidb and the Mutleoi body arc completed, the safety wpctriior. acting as nysamUthr, brines them to us. MBS WYMAN: May I tc9 yam ef ear or ganization in Lonfevilfe? The vim president on the board of the fool sfey council b tb chairman of the school afoy cm^nt. On that commium arc the anpovbot of safety edumrioa from jtfawm C--my schnnfe; 1 am also on the comatitaeet and aameome up resents the penadtial schooh. Thme as a School and College Sessions 111 representative from the Fasem-Tcadwr Asso ciation; a man from the police department, and a man from the fine department. Of toette, the manager ef the afoy coondl b also a mftnhrr of tint We do not meet very frequently. U oecosiry. students attend the acetiny. They do sot come regularly beam we would have to have a very large committee to all of them. At the meetings we take up general matten. CHAIRMAN WULFF: Thank yon. If there are no further questions, the meeting is adfournad. &bmbicfam^ 35TH NATIONAL SAFETY CQN6RESS VOLUME XXIX PSVCH0L06Y TOU CAN USE (Es* Mnk| Staton) RATIONAL SAFETY COUNCIL. INC. 20 NO. WACKER DRIVE * CHICAGO 6. ILL. jForeword THE Transactions of the 3Sth National Safety Coopess *nA Exposition of the National Safely Council are pub* In 29 volume*. Volume I includes the Annual Meeting, gatvpi^, Women's Activities, Index to all votmnes and XiM of Exhibitors. Volume II contains the ASSE Session and die Industrial Subject Sessions. Volume XXIX contains the Early Morning Sessions, "Psychology You On Use." Each of the other volumes is devoted to the sessions of a single section or division-of the Council. The transactions are a recofd of the proceedings of the Congress, condensed and edited for reference purposes. The complete original manuscripts, many of which contain charts anH Illustrations which could not be reproduced here, are available in die files of the* National Safety Council. The National Safety Council seeks to Himinate from dis cussion matters not .pertinent to the sums of the Council. However, it cannot accept responsibility for the views ex* pressed at the Congress or in tins record. It is expected that the new format of these Transactions will permit wider and more effective use of the material re lating to various fields of safety. At the same time, the whole set provides a complete and indexed reference work on all phases of accident prevention. THE NATIONAL SAFETY COUNCIL 20 North Wodtw Wr* Chicago # EL nxnnii 2 35th National Safety Congress Transactions ns. voL Jlmaial Mwflng, Bmqtwl Woawn's AcOtSHm. Ind*c is aB Vohnn-- <md g.WiWi.--.................................... j -fastemSocMtsi Safety IVi8tini andSdbfecl **-- Aircraft Manuka-taring Section .......................... 2 3 Abr Transpoct Section........................................................... 4 Automotive and Shop Socfloa................................... 5 Gamut end Qaocry Wactfam............. Q CbaariccdSocfloa ................................................ 7 ComawkiYsHHi Sncflon........ .Piinaftai,Bum Sorting....................... 9 ,...10 Food Socfloa.......................................................................... ,...11 TndnoftlnlNinaiug Ssrilnn............................................. ........12 Mwfiw Section ................................ 13 Moat Parking. Tanning and TaiHa hktooftioo Section...........14 MMsAs Socfloa ......................... is Mining Section...................................... Paper and Pulp Section,.......................................... 14 .....17 Paitalo-- Section ......................................................... Power Prana Socfloa......................... PahBc TmtUlaa Socfloa...... if if 30 BaQroad Section................................ 21 Bobber Socfloa............................................. Textile Socfloa .................... .,22 23 Tfcafic Section ..................... ,24 Wood Ptodndo Section................................ 25 Farm Safety............ .. 2S Home Safety............................ ......27 School and College Senrion*..................................................... 2S Aldnlogy Yon Can Uao (Body Morning Seeelene).............. 2ti PBICES OF ETTRA COPSES OF INDIVIDUAL VOLUMES VOLUME SIZE Lot than *4 TO MlMMBHf 1 top copies to to 99 copies 100 to pgp copies toooormorc Jen. |.i$o. f .15 ea. , $ .15 a. ** * 48 -*5 " -*> " ao" *0 " 4k * S PM" over g* p*- " -50 " .90: " -45 " -90 " -*S " .90 ' 45" Coeptett Mt of Ihmdon {*9 mbuafij nn NON-MI1HH prices are doobie aashr prices. 3 Psychology You Can Use (EARLY MORNING SESSIONS) Lecturer: J. L. HOSENSTEIN Consulting Psychologist and Associate Prolessor, CoBugu oi Commerce, Loyola University Psychology You Cam Vs* moofcy-and invest (U mneb iwistj to get $40*00 gnu profit in tern yearn when yon are talking about diilins, aoe you spending year man that yon km in to discover, to maim make certain that in door sO he, is with that idea lar 5 LECTUBE I I vaat to talk to you about people, I am not going to ul) yoo what to do. X an going to rather, see Dr. Rogers* technique whkb be th 'noiHiitectlTe counselling," or "ooudirectivc teaching." X am going to give you 'thing* to think with, things you can carry away and play with and expand ou and per* hap* rue permanently--not just once. Some few month* ago, three of you who arc from Milwaukee and around this part of the country will remember that a serious and videos strike which ran almost exactly a whole year was settled at the AQta-Cbalmcn plant. I am sure a great many of you remem ber that. It was settled, and that's about all. A few days alter the strike was settled, I assume it was tbit company who put out a newspaper story -which said something to this effect that **As a result of the strike; ap proximately $80,000,000 in production was. lost." Eighty million doQan Iq production, and along, with that, appmdoutdf Jto, 000,000 in waged Now, that is a lot of money to me! Numbers like that bother me. Recognizing that this is not a standard to go by. but accepting it merely as an example to think with, we recognise that if this were true throughout business and industry around the country, a worker who earns )to produces $40 worth of goods--you rememba $ao,-. 000,000 worth of wages and approximately $80,000,000 worth of goods--a worker who earns $soo in any one year fee himself, will have produced $10,000 worth of goods tor hb employer] Now, we don't want work* era to hang around for three months or six mootbs and then quit us, do we? We like to do thing?* and we hope to work out such things that win keep there tor at least ten you*. We think of a machine in terms Of ten yean maybe. We amortize it over ten years,* and we hope we will get the workers who will suy with us ten yean instead of ten days or ten weeks. Hus same man earn ing $*500 few hlmtrif and producing $to,ooo for hb employer is one year writ, at the end of ten years have produced $100,000 worth Of goods. I bare talked to accountants, and when I nit to these accountants, 1 my. *"How much oqt of $100,000 worth ef production should be considered grom profit? Not net, but gross profit? They say, "Oh. maybe around 40 per cent." I don't know whether that figure is tree. I am accepting thrir word for it. *Thb )^oo a year worker, producing $10,000 worth of goods per year, produces in ten yean $100*00 worth of goods and will in tea yean earn for the company, $40.000 gross. As a capitalist or as a buitacreoan. how much money do you ktw to invest and bow wonderful an investment would you thick it would be If yon had a big chunk of mosey, bow moth would you have to in vest to get a return of $40400 gross 1st ten years? Wouldn't you chink that was a pretty good investment? That is not the net because you would have to spend money investing that investment* Before you put your snoncr in, you would speed a lot of money trying to find out whether the $100400 of youxs was going to be thrown down in a sinkhole or the $10400 throws down a sinkhole. During the tea yean, you would ipend additional1 money keeping a check 00 your Investment, making estate that money was not being thrown away, hot the hivestment was bent carefully watched and ewtiwL Yon would want to make sure is get- the most out of your investment that yon could. Yon would want to make sure yon am *i>* H* $40400 gras profit in ten yrere. X are non talking about a $oo a year sun. If you would be willing to spend that much 4 mir ed the what they off. and te no lathe they M too. X have a t which I haven't tftftiusf klsri Imget thud Irek treat tern aa snswk pitied. Whre he eM me stem the lathe; his eyre gtamad. red he mak me over to their pint Ml said me shoot the experts who week me tW Imfae. 1 sated in Man at length, and. Of the time roy plane wo* ready to leave, I fanrred tha* rehady was ever per sotted to work shk that lathe unless be knew what h was alf share beereac the main- order So get yoor naacyk worth ont of it. After he kept on tsTkli^ and I kepc em needling hire about --ilnrensiicr, t said, "Well, ttatk jrec fine* Ibiaumncc is won derful. Do you have a man maintenance in your pUre?" X think bo though* I was craxy. Lech not talk abont hyrne, bur about a fegoo marlifaf swtfawl over ten years. $sga a year. It may be a very, very fine and you add %s a year for misteaanoa. That fa $9*0 year. You don't get production ere ef a nthlm>l Yon gm prodaction out of saaa anrhlnc uwptntkw. Do you spend %w P year on every must whn Is wasting an 1 |tjy machine teoD Did you tie buy a $0*500 uisrTiinr without cheeking it and Invorigning k, or without haring scene agtatm spend * little dm either at the factocy or when ft is delivered, getting it set up jiut right so thu ft docs in Job ud soring So ft numae ft iqiaksri with every part and every aspect of ft so that you know all its ucakarees, an its limha* people Let ns say. "X are In this pste for the prods and the money {has is lo It. Rov wash cats X pu. ore of this vntarT And ttem. arhot win hippeni* We w maybe treat a hmnhdsgn writ aa we treat a mtfhtnr majfir if the wsdiiw itont hsetita we go oncude ks Bmkariona. we knew_____ thing Is wrong, we don't get a mallet or a pack it op and throw it down. We doo*t prutDvr it. We don't say, "You are going to be laid off for three days and yon arret gofog to get any ofl because yon haven't pro duced property.** We do that to the worker. Wc ascribe alt kinds of evil things to every ow of hi* per* fcatums which dsret match Op to what we think sfaunkl came bore Mas. Sow rilly and for t1*] Why not treat him like a mdsfo. and you wfll treat Un right. to work oa a be knew some thing shout that machine, its qualities. Its psoprttfos. ft* ttsaimfore and attributes? Did you ever perask a desk to work with figures anlns be bad |nww to you be oould work wish figmu? XMd you ever fat a salwman go ore and aeQ your products unless be had pawsus to yun that he knew bow to sell and deal with people and bow to direct their thinking and aitlnre) DU you over permit a am re drive one of yostr good truck* unless he had ptvua re you that be was a good 6 35th National Safety Congress, 1947 crack driver? Not a chanca in the world! Bat is ia cray acridentl What right do youhavc wbat aboat tboe men wbo ue controlling to be safety people unless you make it yum xnd directing the actions and the destinies btuwess to study people, the one. single in and the lira of the people working in your dividual factor tfmt is never mining bom shop. any accident that has era occurred? Did you ever know a foreman wbo had to Ynrtbermore, 1 tUsfc your point of view prove to management that he knew how to toward accidents is sispid ad twisted. It** handle men? Did you ever know a supervisor sot your Eanlt. 1th the peculiarity of your or am executive that had to prove that to logic. 1 say there is only as actktevu when top management first? I have never seen one. nobody is hurt. ! '-- so me an sccxknt i* All foremen have to do is prove that they like a A mdrie centals of pans are outstanding technicians, that they are that are put togetbBV and when they are good, honest, hard-working, loyal people, mad put together properly and put into action, they become foremen when the opportunity they will produce the only thing which that arises. The mme thing bolds nt at every matftino was built to psoduc*. The same level of supervision. thing bolds true with an accident, An aod- In the publications and the articles, we dent coasted of a nnrahrr of oondirioua which tee and bear bigibot management my, "O. corns, together. Wbca these coodhfoca cams give us men wbo understand mml Who can together, it wiB be an accident, and If no- lead ncoT But sever do they demand that 'body is hurt, according to yaw way of think they prove anything beyond technical skill ing. it:is not an accident; acconhng to my before these men are employed and placed on way of thinking, it is only an acridcnl when the job. Most supervisor* know how to con no one is hurt. trol the technical aspects, but they do not know anything about the individual qualities and ptopotSm of people, of human nature. What kind of npttrUoa do you think they are gettinjf Yon as safety people have to deal with these people under that kind of direction and wpoiiaca The malt as 1 see it h something far from acceptable. 1 think you usd safety pooriy twx. Yew have tried to asc every coocrivxble approach to the intelligence and the undemanding aod the reasoning of the sake. But X my. Took, if X want to know aemmhlag about accidents and safwy and pumalon of being killed or hurt, lex me go so the prnffnirnsli, the ooneandtag pinfruirsi ih I know who A symptom is a sign of ssocthhg du constantly pat ila. urn Ives in jeopardy as According to the dictionary, it is a symbol put of their jobs, like circos acrobats mak of something ebc. A headache is a simple ing up high with or without a net. Now what symptom. A headache means''there is. some' do tboe acrobats do? Do they depend on thing wrong, not aeceaazfly in the head, b reasoning and understanding and logic and a may mean that you have strained your eyes. willingness and a desire to be safe, to keep It may mean yoo have a digestive upset. You from getting hurt? They- spend tbrir time can treat the symptom by *kfog aspirin, in winter quarters going over the same thing and yew can relieve the pain and *** again, and again, and again. until they are the symptom, but you will not one the di not consclout of doing anything, until, they gestive upset by aspirin, nor curia the drained are machines, units they arc potat in a habit eyes. pattern and the habit is a perfect perform An aeddmt t> a symptom. Love, hatred, fear, antagonism, admiration, cooperation, ladt of cooperation, are all symptoms. Those ance, no toudonnas, so awareness, do noth ing--just get then started aod they perform. Recognizing that mulling might go of you who are working with acddents axe wrong, a bend aright penpire dapite the wasting your time, apparently. You arc walk powder or the resin, they might slip, they ing with symptoms, not the disease. I think rehearse how to get kfllsf, bow to fell into you know more about accidents than any the net srithout a scratch. Are yoo teaching body could be expected to know, but have =--tar cm the basis of understanding and you era seen an accident without a person reasoning or habit, so that if anything un intohed? Have you ever studied people*. toward happens they preform like a machine, fsn*t it curious that you study every modbatdmBy and perfectly, so that they wilt thing about all Hndsof 'accidents, but never aoc ho hurt? Do you actually have dally do you study the people, the one thing that r>a..wu of wfaac to do In nn aoddent? Psychology Yon Cm Use 7 Maybe the mam *B my. "Tksrt sy. XX my mifci-- decs dh 1 do this." If he doesn't lose an arm, it ami be MQy. Habit is the parted performance. Dal seadi them by common sane, dank imb than by i lag. Tod them by scpeT ' and over again the a a habit pollrasa m prop t net logical animals; they me yqdsA animals, if tenon Irish their l what's in their 1 their cars. They never rend an tkhp They i lions man so thorn The* k go down loan the mel min and itches yen try snmnp k. y a nrike on yarn haute. They am mi log with thrir hank Them kti works -far the < io rain and nm and rim and ha9 and hm summer and add winter, and that is when he does sooat of Ids work, when the wesshnr h bad and fab working coodiriosn are terrible, but morale mems to be tairiy high with these people. It hit the working coodltioen at aU. It b the ^alKc maning of these con ditions to the mrin. I want to ask cat of yon a simple question. If yon woe earning today as a worker $47 a week, would yea think that is a fairly de cent wage? MR. ONKR (Kohler Co.); That would be about the ahfona. DR. ROSDOIUN: If you were earning 99ow would yon think that wae a fete wage? MR. CINXK: Mr. DR. ROSINS 1 UN: AH right. We have arrived at a fair wage;, (Do. Now, wppose year and a hate aM id geuta to die place thought k was a fair wage. One day around the 15th er the ie of the month yots Sound in your camlopai. a little rad dip. bright rad, and a check, and the slip would my; "Dear Mr. Ebocn Reaura of year coopera tion and the loyalty of our cmploycm, we have earned so much money that from now , your pay wiQ ba $160 per week." How would yon Seel about It? MR. ONER: I would he stalking on air. DR. ROSEN5TDN: I think yew probably would, and so would L. Now then, suppose about ftve days after you got this check, this is next Thursday, you are up la the cafeteria sitting with three of the other beys and you say, ''Brother, isn't this rally hoc?' Imagine; $160 a week!" and one of the Idlows tarns to you. "What do you mean. $iCo?~ "Why, didn't you get a raise?" "Yes, X got a raise." "Well, rial did you get" 1 ** TVS me about that. Mr. Ebner, how would you fed? How would you react now? We have left you waRisg on Mr. MR. EBNER: Thebubble would be bmtad. DR. ROSEN5TT1N: Wbat would you do about It? HR. EBNZR: It would break your morale quite -a bit. DR. ROSENSTUN: It would hurt your morale. Thai's right. Wbat you bare rold met, Mr. Ebocr. indicates that you are a 1arm!, hnimn bring. Apparently k hat the fiSa. Apparaaly there it something aapustbc ud some thing relative as those working around the job evaluate it, It hu*t how much I get. it h what it means to me in the heart. This man gets (167.50, X get (160, both of os knowing we tuim'i earned k, but 1 know I have been taken advantage of. Something hm been door by the company. That's the kind of normal human being yoo are dealing with, because be works In tram of things, in terms of symbols. The bom is a symbol-* tinkler one. You try to deal with reasoning and logic and yon can't get ora the story you arc trying to teach, became you are reasoning with an emotioc. Good paychotogtec* know that. You never reason with emotions and a symbol is an emotion. Labor leaders and labor agitatots, teach that management is the villain, who win try to take advantage of you, and that k the symbol of capital. That k the s 35th National Safety Congress, 1947 symbol ot snoigoMBti that ii the symbol of ownership in the eyes of the worker. Management doesn't do a thing about it. Management doesn't spend one half as much rinag rJ,<,i"g id most important public In the simp as it does m selling people on the outtide. One of the things that it hasn't sold or taught its nte is the meaning of profit. If yon want to know anything about profit and niliig profits, you don't go to the do* gpft--, or the thou-sfaaltns, or the pulpit sad yen don't wait for Sunday 20 Im how to make a profit. You want to know bow to mate a profit, you go to a hard-headed Liaimawin and what is tbr story heU teil yon? He will say, "Look, this lum'iiscs of profit, you want to know some* thing about what is the basic principle of id Weil, look, I am interested in this thing far beds; thath all I fit in battens lor and chat is all any man is in bsttaea for, the --of profit, Ymts ago we used to work <ns tbr principle of caveat empeor, let the buyer beware. Today are know better. It isn't a quotient of --frjng profit. We want to make more and snore profit. How do we grow? We grow only in one way. by getting customer* to buy more and more goods, by getting new cus tomers to come in. How do we ges that? People don't on whether we make a profit. They don't care whether we stay in business. They are interested only is. when they give us laud earned money, what axe they going to get tor it? There is the principle then. People are not Interested in you. They * interested when they do badness with you m how you aic going to serve tbesn. Profit is the end product of imke rendered to ochres. There is your basic principleof profit." You say to him. "Mr. Hard-headed Busi- " thath the idl yon get bom Sunday school teaebaa." Be says. "1 apologise far agreeing with them, bat time the mom Im portant and bode principle of profit." People wd do brnfam with ysm so long as they know you are fa businas m |he them ?* kn. If somebody hn ghm thorn mere service, they win tnru to them Profit md a growing profit is the end fffdnt f asrfot rendered to somebody elm. Sc is am at the beginning of tine? U is at the end of the has. Serv ice come fine. Have yon taught yen* workers? Have you ever tried to tdeh yonr antes that they *>* <diiM to a profit. maybe a greater profit than they arc geeting new? Haro you ever tried to reach then that bosk principle of baiinro profit as ippHsd to ddr own builmim and snUsg Era? 11 net. 1 don't think yen are doing yonr jab well. LECTURE Q Today 1 want to dhoie with you what you might mean by personality. I think It, Is important. Everybody talks about it. II I were to ask ten or a dawn or fifty of you wbat you meant by personality, the chanrts axe I would get tea or a doeen or fifty definitions--some out of textbooks, some of them your own ideas. You would ay something like thin It is the Way a person docs things; it is his mas* ner, bis route; he represents culture or charm, or maybe intelligence; or you say "He has a manly handshake," or S band* shake like a handful of wet liver." You arc talking about some kind of a person in some kind of action. Now when' this meat* ing is over you might ay, "That guy didn't ay a word that meant anything, but he had a terrific personality." Some may go away and ay, "Every time be opened hk face, bebad trearthing to say, but a personality? Gael I couldn't sand fails far five minnlrt ~* except that I paid already, and I might as well sit through the meeting." Then may be with the same individual, the same pglwMsact, bat a difterrot* of opinion as to whether be has a good per sonality or a poor one. Yoa and .your wife say have seen a lovely couple aim in arm staring at each ochcris teeth oblivious to the rest of tbc world, completely entranced, tbc knowing be Is the mote wooded personality in the world, he knowing she is the most wonderful personality in the world, and your wile tanas to you and says. "I wonder wbat she ever saw in hlml" Apparently this bottoms of pcxroeabty * something that we should try to put a finger on. If you will wine very anfaDy what you mean by personality and what I mein by personality, yon wffl find that my per sonality has very little to do with me anti what I do and how I go abcot fining things. You wffl discover that my pmiaaliy fa based on your personal paejudka collected U(U a period M m, am years Fryriihgy Tom Cm Use 9 of wbat you tidak ie goad r I boorish or a prchoaibl t dont haro any pmamfey ot my < AH I haro am pohmsnsn. and da vs perfana and my penenafiry m ter aa roe <iifwami w3 in SO far at you and your performances coin. rifir adds tkdr prejudices of what k good and worth white. The nlr amp or the ale t CBMamer and one exa sell hfaa and m* yaft hma. la he selling anything ? Vcfi pmonrihy fitted to the pnj- or what yourtiriffca. Tom personalities of the mo merit ate boreal m the likes the t proved? I wiB my "Sure." tt yaw mmm to asy ofig and my, "1 net so do roethaf about my personality, f wane ao iapwe aay personality" my Cm quuUim would be. Tor whom?" My personality It rtilrrtwc hoc than It h when I am rictJag --i home on a Sow- day in my tab* readteg the ftaoday papers. Uy personality on Saturday sigkc when I am not with the hoys is filtnat than k h on a Sunday moaning whan 1 teach a Snaday school dm. My penoneBty is '*< when t am awary on a crip with my wife to New York than k h whan I am attending * meet ing of the faculty of the onivrrwry. What am I doing? 1 am lining the very that <ray knows moat be dens. The salesman walk* into one store. >* th hat of, fan his tie, throws bis cigarette away, throw* away the chawing pa. gem into the office and says. "Good amrni^. Mr. Imhfi Hew is Mis. Smith? She sms quire 31 when X net bet* fast daw. t hope I amy .bring in my line, and t hope yon. will hero rinse to look at it." He walks Jew the Hint, pots his bit on the tide ef his bead, tricks a dg- areoe in hh khaer, wafts m and says. "Hi, hiokl Did I teO yon the story I picked up in SC Louis?" Re haw that if he were to twitch posooalhies. he aright be thrown out of both ptsesa. Apparently be hot learned that hfa per sonality. his acceptability as an krfvfchal, fa not based on hk inner pnwml quafitict, bat his pcnoaahty is dependent on the Ekes and dislikes and the prejodtem f the andpethtaa of the people srkh whom be deah, and he therefore most have per* tooalidm. You must mmailiu that any program that jon ever expect to put over ao your men rfU mOy O" n hr, WB only W irsfimil Xaary pAoe. than, men be built ae fit net naif a hgfc which indodm fans, bet a logic whkte hdaio the ptjsftn of your paepfe. Why? ftomaae dmaniy psychology *-- that these are three baric reardoro th** hu man beings arc aippoau! to be bora witbl For. sag* and loro. I want in speak about fear. Wbat are the sandhfont under which tear arises? Wbat da w* fan? What ate we apprehensive about? WcB. we fear that which we de not under- and. We tear things that we don't know. asfsns of coucroIBag; If we dent undcnOad, we can't control. As John J. B. Morgan, the famous psychologist who died a year ago at . Northwestern, said, Tien used to be afraid of brr^** >|yf lightning, until they fa*md to uadrCTtaad what it was. Men were afraid of the various plagues because they didn't understand then." Now, we don't like lben. We are afraid that they might come, but we know; we are not afraid of them as mch. We am snspidoos of, we mriinwt, we are antagonistic to things we doot aadenund. We are suspicious and matron the motives of people we dont know wriL W trust peo ple we knew and we will go very far in turndof people whom we know, and whom we like. We mistrust people whom we doot know. We want to be tor* of their motives first. What axe you doing? What b your man agement doing to get the people to know than and get acquainted with them? You know people and you may say to your friend who docent know some individual, "X know he as Eke that," or "X know she is Ukc that. But when yon get to know him. bet a peach. X krscrsr she as peculiar, but whan you get to know her, she is jure swell.** Why not get to the place whore the worst they can say ef you is that yon an peculiar. U they know you, that la the very wocst they will ever my. If they dont knew yon, they will mis* trust you. What b your aaaagawnt doing so the workers will get to know yon and get to know sod umtemad yonr modvm and what 20 35fh National Safely Congress, 1947 Psychology You Can Use- 11 you arc really trying to do? Labor leaden again, .would you choose the nm kind of are not aloof. Labor organizer* are not aloof. work? Arc you satisfied and happy with yoor "Commie*" arc not aloof. Supervisors and vrork? Fifty-five pa cent of tbe people mid, management are aloof. They are afraid Urn "No." from the day laborer level to tbe top their dignity might not tie able to withstand executive level. At tbe upper level tbe per getting acquainted and friendly with the centage was Iowa than that, bat tbe over mrkot. Don't you think that what you have to sell cui stand as dose inspection as what labor leaden or organizers or "commies" maybe have to sell? Let's spend a moment with the salesman. Salesmen know the answer*. The salesman knows that there are several parts to a sale. He knows that sometimes a nk k sade long before he ever gets to a customer. He calk that the pre-approach, the preparation, the getting the thing ready so all picture was 55 pa cent. They vosld never go into tbe same kind of weak. That sounded pretty bad. In 194s Dr*. Pnttezreo and Sloee at the University of Minnesota aode a simi lar study. Don't forget, in 194a people were a lot of 000*7. It cast a matter of wages. Tbs over-all plane sms that 58 pa cent said they srere damthffied with their Job* and with their work, and they would tfaoase ether work. He also inquired, "Whuc wouM yuw turn that there will be receptivity to a program. It doesn't make any difference bow good hit product to: he knows that be most have hk pre-approach before be ever approaches and before be tries to sell and before be tries to dose and before be gets away. Are you using to? What would you rather del 'Whet kind of a area or job?** One of thee 3d per am. Is pa cent of them working far ether people in factories were dfenthhed. from dm day laborer to tbe top executive lemL Hfty-rigbi per cent of your nianmm dUSfcc their work a pre-approach? Or do yoa start right in and sell safety? Why not go to year hVs depart ment and ask them to tefl you the story of and dislike their jobs and bd thl they ate at a dssd md. chat they arc fdsto, that they have gotten lata the wrong kind of the pre-approach and boss safety can be pceapproaehod. 1 think it taka salesmanship of the highest order, especially today, to put oner or the snag kind of job or wrong kind of trade. Do you have a psychotegbt that ean help you with that pubitn? over tbe very final of programs such as yours. WcS, don't you think that you need souk Why? Let's take a look at your customers, the bdp, more than a knowledge of safety to people to whom you arc trying to sdl nfcty. deal with that kind of a group? r i*t Do you know that about 30 per cent to 40 you think that you might lorn something per cent of the men who were discharged, from tbe Western Electric program on coun from the services for wdirai seasons were selling and d--Mffg with these people? Don't discharged , because they were emotionally unfit? They had pawed tbe physiol exami nation, tbe mental examination, and some other examinations, were already in service, and then were discharged because they were emotionally unfit? They all came baric, and most of them went to work. They are work ing in your plants, in your stores, in your factories. Tbe unstable, tbe neurotic, the voo think that they have pvubkms of tornova just like other campontei, and don't you think they have been able m redact turnover, reduce itaaHtciww. and unices haven't had modi fade with them cither be came they have turned their attention to the human side, to the psycbotogkal ride, to the emotional aide of the worken* adjust ments and inabilities and emotions? potential psychopaths, they are some of tbe Why not learn from good, successful prac people whom you are selling. tice? Do you have a psychiatrist around who can Daring tbe war, we knew that it waa diffi teach you and show you bow to deal with cult to gm a good worker. Anybody that them?. amid stand up, w warm or slightly,warm, Here is a second picture of rhk group to ws a good worker. U be leaned against tbe whom you are selling, your customo*. ** machine, 'that was all right too. It was my in 1938, Mr. Roper, of the famous Fortune job first, ss head of the Incentive Division polls made a study la which he asked people of the War Labor Board hoe la Chicago, a question from the day laborer level to the then lata as administrative officer far the top executive and profusion: If you were 18 lea of persoonaL You wanted approvals to yon of age again and bad it to do all over War Labor Board, to worry about the ptob- raise Wages, and we bad to have somebody all st low income or labor-worka level. Most write the approval. We couldn't get typists of their parents are either at the executive or stmographos, and-we.couldn't pny them level or are in burinew for thezasdm. as modi as you werepaying lh* As in every burioos, we had to rstablnh a policy and my Am meeting with all the employus took about four or five miaatss I mid, "Look, boys and girls. I can get aO the lousy brip I need. I can get all tbe poor hetplmeoll can get aB the bdp time wfll ley down on the jots. AH 1 hare to do is wait out 00 tbe street apd pick them op. Whm ia hard to get b good bdp. Now. II you latead to do a good job, you stay here: If you intend to be do good, I will throw you am and take a chance 00 somebody die being better, be tause people who arc on goad, I era always replace with asmisnce thm I can get thou at lost as do good as what X km" Some of you are hufilrioed by tbe thought that turnover it something so be afraid eL-Turn over in poor labor b something to be proud of. You can always replace thou with people equally as poor, and you might S'* some body bates. Where do they get that attitude? They pick It up In the newspapers, oa tbe street. What are you doing about it? Anything? No. One most not bixnni. !"!""' One might hue oath stuSed shirt! And again 1 ay to you tbe "commie" font got a scaled shirt. Ha has a fancy story to teiL X doet think itk as good a* yours. Why don't you tcD yours? The schools doot teach them etbks, the ropontibaity of one man to anatha. They don't tori them about the baric problems of living. Every one of us wb gas out of school to going us gee smarted sod hopes to hare a home and family and children. They tradi tbe boy bow to make a necktie bolder and reach the girl bow to sweep nodes the carpet and bang asrtxiae, but they don't teach ber bow to be a good mother or good wife, or him a good fatba and hnshand, They come out of school and are thrown out ou the street. You get them, aad you I hare a usd of qnotices, about Aon or know as wcB a* I do that 75 pa cast to 85 yua. I got these questions tram my tfudsno. per cent of the adjustment problems you They are all jsnfoes and M*t"1 at the col lege level. They wore at the upper level be fore they came to my dames, aad I add to bare on the sbop Boor are brought in from the outride. Wbat are you doing about leisure? You know leisure is a mensre as them,' "For every tingle day that we come well as a blessing. Nobody ever geo in trouble u> rims, wbctba we are muiplrlim a chapter ia tbe right hours be u oa the job. You get or a pen of a chapter, you some tens in two into trouble after the meeting* are over. Are question* based on the five pages or ten you' teaching thou anything about their pages which hare ben aarigaud to you. 1 tenure time, ihrir ntxxjotroOod activity who* accumulated them qptsticcs. and as a re they are ou thriz own? mit of loaning them, 1 suddenly get a pic W* have these bwnttfal gymaashawa. Sure, ture. Tbe avenge man ted warn who to wv talk about physical aad try a easier in mlTcgi is going to graduate to tod them chat sod that Is a wonderful with antagonism, an inti sni|inr,nt point thing, but we don't do anything about wbnI of view. Not XMoamrOy pro-labor, but asti- health. It is not important enough. There is management, because tbe qnrjtlem me some no grade school^ there is no high school, and thing like this "WeQ, why dent they . . ." very few colleges which have programs in or "Why h it that management dam . . ." which they deal with tbe mental health of or "Why isn't it tree thm management is willing to do?", and m on. I they were nor to pot their sum down but the kind,of work or bmfauas their fathers woe tbe individual student. We hare no places where they have programs of vocational guid ance, where they try to study the child or the boy or tbe girl, or the man or young woman engaged inand appceatimMt incame. 1 thought and study jobs aad try to fit jobs and men. maybe if they came from wsW homes they Tbit is why there kids come out and come had gotten this kkad of an attitude from to your offices and my, "I want a job." borne. 1 discovered that by and forge those "What kind?" people who are hi my mums on pmnnnrl *TU do anything. All I want Is a chance to and burinew organization are of show I've got something." leaving'school and going to week for their Don't -you think it is important? X da Do dads or with relatives, became they are dm you think k affirm your job? 1 do. Do you 12 35th National Safety Congress, 1947 Mwtf frustrated, y----m*, maladjusted pco* pic affect jout recent? I do. Remember these unstable people, these frustrated jwple, these people who are highly suggmtibte, became they are hungry and groping far an answer to their problem arc easily ted by those people who can mb. lead them mod are misleading them. Bow about getting into the game? Bow about getting your own sales department and yotu- sell cooperating to pul over the program that will fit these people? LECTURE IQ Approximately ooc out of to people, 5 per cent of ow population, belong in tnti. tutions far ratal disorders but arc ooc there. Some of them are working far you. Here than half the hospital bed* in the country are occupied by noul patients. Do you think TB Is serious? There are at lease Bine beds filled by people who are mentally 01 21 compared with every one filled by a tuber* eular patient. At least 50 per cent of the patients who cone to dooms are suffering from mental or emotional Hinas, even though they complain of physical aches and pains. You go to your doctor once a year; you go to your dentist twice a year: you watch your diet; you take exercise for health's sake, and you scrub your teeth, and you watch your eyes, and yow take care of your ears and watch your hands, and make sure you don't take ihhip tn that are going to make you ilL Wfaat kind of mental oterdse do you take? Do you see a psychiatrist once a year? When did you scrub your menfsl teeth last? What kind of a mental diet sue you 00? Do those questions sound silly to you? Maybe mental health hot as Important to you, not any more important to you than safety was be* tore 1911 when the Safety Gotmdi began to do its work. We are almost oblivious to the fact that there is such a thing as mental health and mental ill health, until we ton into it in our own families, and there we don't talk about it. Evnybody has an unde or comm who is a little bit peculiar or eccentricnever oumlvcsl We know ladies are wonderful. They have a directness about them that it frightening to men. You can past the stores and see all kinds of gadgets in the windows lor the per* pose of making them iovdio than they really are. My wife and my dauglucr get into courewstiom about these Bexiblc arrange* marts which are supposed to mold fat which, acouauhucs from sedentary physical tioos, into move esthetic forms. But there is such thing as a "mental girdle" which will take care of the mental fat whkh ac cumulates between the ears as a rank of sedentary mental occupations. Eve haven't found that one! What kind of oodu are you taking- What are you doing xboot your own a health? You don't expsa to obtain | or good physical fcwiih foieiu whhm ing something about it- Why do ym you will not deteriorate in mental I km you do wm>winy about it? Yea family doctor. You have a family 1 Qo you hare a family psychiatrist? % so _ peculiar about going to a buuh chiatrnt if you fad mentally Jiejuss disturbed? "Ob," you say. "it is a thing. Surely 1 can take a i Maybe there is a mental sodium fe In some planes they bare arc c far this purpose. 1 mentioned ait. ! Electric. Thaw are many others who are misg cDUDsellon to whom the worker 1 when be has something 00 his cha permitted to Mens it off. He is p weep on somebody's shoulder and giw opportunity to work out hb own pro! Every out of us needs someone to ran 1 Do something about your own mental health. Do sot. cfttfng about your own thinking c~ cxntiig human nature. There are wane things whkh people wifl do *w4 some thing* whkh people wB m do. if you expect anything difltrat mad are dfcuppeiotod became you fast ga the units, nothing is wrong with the prepk from whom you do or do not get it-Bthm* i> wathing wrong with your thinking, get* crmriihj two or three or half a damn of these things whkh we may expect ham not- mnf yesplr every day. flat of all. people, including you, win ooc look, beyond their own Immediate, uaitwwmti IsMTcot They live in .a onhera of thrir own. They don't care about anything much that happens outride that little notnot. They arc not Interested in you aw mure than you really way down deep bddc Psychology You Can Use 13 of you are interested in anybody else. You of. "1 dost want to fail. If I don't try, 1 are interested in yourself and your wile can't fait and If I don't try and don't fab, ] and your children and your home and pci* can always my, T could have done it if 1 haps one or two other people vitally, the bad wasted to,*" and so you my, "If 1 only rest of them you are interested la just be* bad the time, 1 could write as w*U as chew me you happen to be a nice person and people," and "If 1 had the time, I could talk don't want anything untoward to hap* as well as that guy on the platform," and pea to tltcsL But if anything did happen, you would be unhappy very, very tempo rarily. You would ooc be thrown oat of snide for very long. That's human nature. That is 1 be way people are with whom you live. That is the way the people with whom "oa lire, find you. "If I had the time, X could do this or do that." We get a pc feet example from women, and women are as brainy and can do as much as any- man. Although male ego says they can't be good supmisots aad "If we don't give them a chance, they can't prove we are fasod. people will resent change. Not be* ' the new things are not better, but > though they are insecure in and even though they auy a under present conditions. m*.n win resent change bemuse they 1 Uosk secure in their insecurity, **t ia their discomfort- They understand r psment insecurity and discomfort. They wrong, so we won't let there be supervisors." During the war, they were supervisors and they did a mighty good job. We always for get "Mama" GUbmh who was able tn raise several children and become the outstanding industrial engineer in the world. We hear Chat old one about the Japs dying to save (are--maybe we don't say it as well, but we mean it in the mine degree. People afraid of it. They have adjusted will die to save face. So don't do anything t to te, and any change trill mean that will ause people to Vote face. 1 of adjustment, and they don't It is also human nature to forget great big they are going to be able favors and remember for a loag *hn* little st of you know people who hurts. That is what you may expect of peo bens jobs or promotions. ple. It is human nature not to fight for Tm thought they were crazy because they things, if there H anything to fight 0gainst. Mat take the promotion and the oppor- Remember that in your teaching. It is hu K They ddat take there because they man suture not to dare to be different from staid. They fare- that far the tot of clan uwd nalcw that difference wiB be con r ffvm thrir ego is taken care oL The sidered a virtue. That is why those of us pmey probably bad said to him, Tow who try to be different or unconventional are a good mas, aad we want you on a bet* or radical attach all kinds of virtues to that ter job." For tbit rat of his life, he can say, difference aad the principle of psychology b Th ptvxty good stag. I turned the opper. that the more different I am, the more noble --*" down." He turned it down because I try to make my activity appear. a nature is soch chat people lack initia Since people think with what is on their tive. They win not do anything, and they chests rather than with their minds, since w9 not take the initiative for doing any. they are psychological rather than logical lug unless they are proud of it. People animals, and since people are hungry to be e afraid of not making good, because, from led, they win accept readily beliefs that are the time they were boro, they were taught by the peaces* of every day conditioning that if you do something wrong, punishment is ready-made rather than thinking through things for themselves. That is why people are usually --hi--i. How do these mbkaders m lm with k. Punishment and pain and mislead them? First they begin to build con mdbsiug shop go with making a mistake, fidence os something that has virtue and foot tlut the way you teach your children? they lead them astray. fast shm the way yea were tanght, and so It is human nature not to have any goals: e are afraid to do things because we aright people usually just wander around, wander **e do k well. We might make a rr-- around, no steering wheel, no rodder, no : fall and we don't want to fait Aren't you like that? Hew many of you hare actually sac dowp once a month ' he a rationalization we are not aware like any businessman docs to examine hb' 14 35th National Safety Congress, 1947 business? How many . businessmen do you Hiinit could May in business if they did not, at least ones a month or certainly once a year, take inventory or stock and see what they had on their shelves with which to do business? When was the last time you y* yourself in your room, dosed tbe door, polled the shade down and took inventory of yourelf? When was the last time you sat down, like any good fruitnewman, and began do ing some planning or making an appraisal of yonnelf like be does ha company? When was tbe la* time yon made an appraisal of" youxseif and said. "Neat year, hwut to be at this place; five years from now at this place; ten yean, if everything goes well, at this place. Here is whore I expect to get and where I want to be next year, and here Is what I ought to do to get when 1 want to be in five yean or to yearn.** Isn't your life as important aa selling neckties or mak ing better plate or newsprint? Why don't you tmt youadl so a l-"; " You are the only business you have got. A real tiiliilniw mnld go bankrupt without that constant, thorough, inventory. Why not do it on a scientific beats, just as you do it for your company and for your management, or is a for dollars a week more important to you than your own life plan? Will you do it for a few dollar*, but not do it for a purpose, for yomseU? Human nature it such that we alt have weaknesses and we all have strengths, and, as a result, everyone of us has inferiority feelings of some kind in a greater or teas degree. That means that everywe needs a buildup. Wo on be sympathetic with a per son wta> is shy and timid and quiet and with drawn. We want to help him. The person who is over-aggrarfve. we want to knock his can down, but psychologists tell us that over-timidity and sbynem and over-aggrorive na* on the other hand, are both two boo, two pictures, two representations of exactly tbe same thin^ a sense of inferiority. The pcsou who Is overoggumiia and the per son who is shy both need buildup. The other day, I used the term "symptom,** and I want to take one in industry that you really ought to think about, and that is tbe symptom which is now kind of quieting down, but is merely kind of. covered op. That is the tudonfaatioa of foreman. Ton remember bow moth there waa a year ago about that? Twq yean ago? It scene to no that iadatry & going through the same stupid performance that it went through with its workers. Apparently we never lean). Maybe if we threw all the industrial lawyers out to. that actions between management and labor would not be legal, but, would be personal rad human, some of these problem* would be solved. After I roigned as an ad ministrative ofieu, I went into the arbitra tion work and 1 have never yet found one ace in which a lawyer representing the com pany or the soloes shcaW set have beta thrown out --* wherever 1 could get rid ol them, I was able to settle tbe caaa without arbitration. I indued where X could. "Come os, you am get together and work it out better than 1 van. You don't want a derision handed to you. Sit down and get together. Let's get rid of tbe lawyers.** Wherever that happened, we settled cases immediately. 1 think all of these lawytas told management, "if you fight, you can beat them foremen." The Supreme Court mid that foremen are not port of management. The National Labor lAriw Baud myi that foremen dost have to te with, but that hasn't solved the problem. That is ooty taking care of tbe legal aspect. Lett me what this foreman symptom look* like- Thirty or forty years ago 1 remember my dad worked to the needle trade. He one over from Kiraria. He started as a prawer, and a few years he qas made a fore man. Now as a foreman, what did he do?. He hired works*; he trained them; if there war any diSculty or any trouble, be sat down and --with them: be was a councilor, if there was anything wrong with the man'* week, be disciplined him; if there was a problem ol moBcy, be sat down and quarreled and argued and worked out piece rata with them h* were fair and equitable acoosding to seme agreement; when tbe wok was done, be bad to OK the work; if there was any praUm of work practices, he said. "Now thk Is unsafe Watch year fingers."' or."Watch bow you .do Urit." He was bai ipcUing com pany poliris or Basking them, humuae fe thm days the'needle trade had reey Sole policy. If three woe grievances they moot him. He was a loma. Be ena what pro would call a guiual maangsr why roarybe or a *kn prtridraS w an arehrent an the pc--ldrwr Be was a yri aid fiwfcfena< hu- man, an executive. Now, my dad is aac a iawwa as temper. 1 have lost him. but a Sew yarn team, sap- Psychology You Com Use IS pcae ywr dad laid been a foreman, and he would come,home; and Momma would my ths always knows when there is something wrong--"WhatY dm matter. Poppa? What's wrong?* "I doe*t know. The company is getting progressive and getting modem. We bad a rarerfag of foremen, and they told us that from now cm they an going to have an em ployment department which is going to ck> all the hiring 1 don't do any more hiring.** A few weeks lmm something rim Is strong, and Poppa ays. "They got a training expert to now.`He It going to do all the training. The trade school inSolng and apprentice training win run M some other kind of They got experts and big shots now.** Then later Poppa is told "The workers hare problems. You are a foreman, and from now on yon don't worry about them thing*, ot if the wmfccr looks as though three Is something wrong, send him down tom. We have eoetneOoes and p~*nre now--tats on Poppa is told. Don't you worry about wage*. The company now is making contraas with the union. You don't have anything to worry about on that. AS you wotiy about b that the snwfcer doesn't get mad at you and squeals to the steward who it np- acaiis so yon gee a faawihig out. Later Poppa Is told, that, as in the planning of the work- cri soft, are bare t production planning ilrpanawiw We hare wjmhufa and nwtuvh and routines departments and that is not part of your job. You are a part of manage ment- Don't worry about that now. We've got capon on that. Now at to. bnpccrioo, we bore a separate division called the in- spesSfon department and you don't have to OK work any more. On safety, we're goc mfety directors and mfcty engineers. You doot hare to worry about that. On policy, we hare a policy msnmittrr and on grievances we hare grievance isvesdgatfoo committees, and you doa*t worry about that. The worker gees to the steward. We hare a grievance rrwnmlnre and a procedure." One of these day. Momma, who has me of three straight-forward, direct thinking wlnA, says "Wefl. Poppa, what Is your job? Are you a fseeman any store?" He said. "1 don't know. 1 suppose I am jm a high priced desk who hands out work, that's aO." And he marts to think. "They hove **-- this ret at my job; they hare taken * out of my job. They are stripping me of my job and what do 2 have left? I am worried. 1 am beginning to fed insecure. Pretty soon they mU get a gadget that will ship the work to tbe worker on a belt from the central oficc, and they wont need me any more at alt I am unhappy," and along coma someone who my*. "Look, Joe, join up with us. They are doing it to mil of us. lain up and rour fob will be mfe." Can you understand his and hit ap prehension and his insecurity u a vault, a symptom of what the company has been do ing to the foremen? Do you blame him for grabbing at a union when you of it to term* suck as 1 hare pnramted it? Suppose oa the other hind, the manage ment had gotten the foremen together said. "Look, men, you hare been doing a fot of things and that's fine. But we are not totreested in what you can do, otherwise we'd have kept you oa as machinists or tool and die aca. We want you for what you know. We want you for your braiiw and abilities and special tlflk You are a member of mimgrraant and as quickly as possible"--tint k the pre-approach I moitiooed--**a> 'quickly as possible we are going to the Hwafh assay from you. We want you to be in an oOre and be aide to wander around and roe your brain. We want you to be an adminis trator, not a worker. We want yoa to be a part of the'top staff with a little bit of line function. We want you to be a true execs- tire and a tree member of management and we are going to take them details away fan you gradually, slowly, as soon as you can pare than over to somebody else." Do yoa think be would have Celt uxoccure if be bad beat given aid) a buildup? Do you under* stand why fixemen think the union it Decre tory? It it their fault they fori irurniir.- Do you think they want to be insecure and therefore have to get together and my, "Brother, you are trot going to me oot of my job. jtnt as you have been doing a little bit-at a time." 1 don't think I have exaggerated tbe think- log of this fori!nsia. a good, hardworking, loyal, honest man, a'workman who made a foreman because of that, who was suddenly seemingly stripped of his job. There is a change that needs to be explained to him to psychological terms. Now. wfest about tbs; worker? How does be think? There are two major charges by 16 35th National Safity Congress, 1947 workers which, all surveys teem to bring out. Expressed in ay own words they axe that "Management drill axe about me as a person, why should 1 ore about the com* party? Management buys me and my soviets just as it would buy oil or a piece o( metal or lumber or grease or a detergent. It boys me as a commodity. Is management expect* ing loyalty of me because management is giving ate money? Well, management la just giving me money. I am giving management everything 1 have got; ay own life is on my job. Is management giving me loyalty in return? Why should management demand loyalty or even expect it? Loyalty h an emotional thing: yoo can't but it. It is some* thing ] give, something I fieeL It Is the kind of thing that makes me ay, `Gee, Bill, you look like yout* stack. Ill say mound. Ill call up the wife and tell her 1 aaa net com* ing home for dmaer.* It Is someebtag chat coma beefy became I ted that way. Does management feel that way about m? Has management done one single thing except talk about it to prove to at that they might fed that way shout me? They have a fair wriinp, I give them so many boon ef wok. and thy give me so many dollars. Now it chat woe out of the picture would I care about them? When thee is a by-of, than b a seoanual stack, and they dost me what happens to me. so why should 1 ore about thou when boaiaem is bad.** That is how the workers think, Maybe managemat ought to forget its hvyen sad* begin reredoing sad bow tbe worker ehUks and let the sales department help them solve tbs problem. Maybe the pryrhlstrht sad psychologist could hdp tbras Mb* as emotional problem. Isn't it curious that management neglect* tbe foreman? Management neglects tbs ooe man in management that t, the worker, have contacted regularly. It takes a great dal of pdas putting oat a nr bobs* organ or publications, and it takm a great deal ot pains with its iittfc handbook giving com pany policies and an on--shrmuteriwa, late ness, vacation {ay. Asad all those are gor geous. It taka a great deal of pains with tbit and hires experts todok.lt oka s.greet deal of pairs with portns and reereariom and athletics, spends a great deal of mosey on these things, but It doesat spend one half the time or the money or the eflart to make this Eotenmn a grot big man in tbe eyes of the worker who looks on him as man agement. If be is a liule man, then ittsimp amt is liule. and if he is a big man then management sum be big beam he per forms according to policy, . Is tins worker's hutimneut wreeg> I don't think aa. Maybe yea ought su take k heme and the it to your mugcuau. One of the major rfrlrimm wkkk I as a tocher have of hehnttyh qynuk to tbe fwofala of working with aseu b the surer criticism which I have of edocmtaasl progreat. Who axe and rime are year bur teachers and your brat mhah? They ace is the colleges and anivcxasrics, in the i-Vn tonal fields. That is where the leaders wee. and yon know where they ought u> be. fkn ought to be down in the Uodnjanos and the Snt grades where the taadumnli are located. Where are tbe best bniai of ads try? Supposedly up the top la the hier archy. Yoo know where the tot boms el iodmery ought to be? On the ahap ftssr. tbe man who it doling with flushinarili lUmfl-N FOR INDEX TO ALL VOLUMES OF THE TRANSACTIONS SEE VOLUME L la bound tolaikt iadnx mermd to book ot book INDEX 39 Atmtwix ItesAry, Su Aircraft Maastsctan. Awmafae*. Su A* Trssuut. ** vn-JMi; ****--**" ** ** **** /SWJo-A ilmfaeali,i. A1ireJrmt.}Urle.,,s..t..U......aM.-..-.-.ir-.n.-.i.i*.--..A_' msadavUnSlatatetaarHa IS-tt. So: Amies Cum Asslyua. Fate ------ -IS14. Wks^fWiialw fimd BwhS Efart (?r], stsanTa.hTuhll tus*x xxm-.i, s TmMaiCaamrfaJ, 11:7-1 -_=aaowFa5nrar t"a IIt*em^ c'~ rjlhin' r lwHtTjM, at laaa *1 GtW. Pawl c*atnm * &t3jsstJrFg * *,fc- Eatoam nnmpr.niaa (XmrrmtyX W:MI. ** * ci *aM tSlr^auaa}. r*"ra**'.5*tor to tte JUae tad fe tte Fine Bw tarv TakawC Ottttr), AeOTUueManU. jIaVR:SS. aoiM: tfaaa, IV.Ml, Arersh Wuafey: Cam tad Vm at LMtara. Flat_ b--aate ScafteAa fAarmateJ. DI M. fiarwuu Uiiimim WiWmO. OTi Thu lain Bacaaw at lta.ywas at fia- -- ' * Otemails. XIV:17-IS k/aenswa. 11:17. XJWjts:---------"* ** wwSu- fo^foeJWsiasB to Zahar * Cterytef Fare! . Bwmarfm. HVJJ, tgg.|[i Lf Tapaimii hwaa. Aajhi Pmatiia tbiataus Tw gap* ut Wira ham Uau (OarrUl m-.S-H. kmank aad Dndumi at Aircraft w tW Air Tfct tomtit, mjj-JS StaOatka! CMtuI ad AceSreta (JaSanm), tUstStk Aunfc Mndaeunt Sacttaat Kmiaa. ni:MB. OBare. OT.I, AleataU: SataAt tte Trtek Haute at Driaktog Drrrre (MaO). XXIV -W. Tttf fat lattaxabaw Uw4 XXXVrfLff, ifta. C. At..' Wtoi Steak ate Safety ~r-----Fit taw Uanairni! U.S7-SV. Alarereu Oateat Tatechy at Gtimditm Ahcaatm (Cattrtri, V:S. Awwieas Aaeciatkia at Health Ffosiw) ttaiiiiw tad Fiuwaiaa, Ctatew at Omuwmm taaw taste ia SaSaty E<Hct. XXVOX SS-VB. Awariiaa Awadatiaa at Twcfcre CrBana; Cbilam at Ortaminlipa, latwaaite is Salary ttantiw.' xxvni:r-w. Awantaw AaaamMi Imtiiiaai Caahum at Of mskatisw lawnand ta Salary fAwiiaa. XAVIII: tin Amarfcaa Mawa Berniwit A--iiuiaa: Catecrmaa at Orisaiiuiasa lasaralad is Saftty xxvm^a al M_________________ i Safety Itamina, ! Srn tiaaa (OtrthfJ, ... _________________ n:tS-t7. OOcus. -I1*1A Aayart of Aaaaal tfancfsy fjCwfojl g;*A. ka*act at Gwwmi m Cujywauaa rmk garwar <ae CeQaew tSaraarA H-.IS-tV. Rayan at Raaaardi raww'rtln fTaUh XI:16-1S. ASSC ate IaAaaaa.il Sa^re Umiim, H0*117. Aaariiaa Suadufa AwacUtaass Wtet tte Awwkas Sttatwk Aaaedatus Tuft CaA Wil Maas u Yew fteuau (RtUtUi. XXUI:II.|L Auaricsa Vfif.-iaaa) Aiwrirtiaa.- Caatewu at Oagew iutSoaa latwcnte Ml lalry FWaa. XXVIH .-VI. Auunaiaw Miami: lawaea luruf tea tte Tasat City Piewar Sfariaa Fteaw fgtehrA VHJA-32; xzn^A-ss. at Ma*iu iuw. XVTfU-S, u***** Ttei dmdtttaa. L. l7o Safety ftayw ate Othdtw, 11:4l4S. 4adtnta,Hilti: Orfcjmt Utaisanas at Safaty Stmaa ate Faatarm. XXVZII44-A7, 35th National Safety Congress, 1947 Tb* Geetralia Mtat Diaattar. VIII; X:lt;tS. ^ __________ ________a. XVnIM4. uoneun ^ *' Safety Sum. A. ta A. R. XXI* Aw** hurt Raifiabn .Safacy **" ' ** ': Ean7 Flan* (BitimX, BiJMT. AetonMir* and Marion Sta Senme: Ubiw, V.-7-45, OSon, V:U AiuaMin Siln PmWiiw*: brionct <fOv>- isatfon laureate! U Sth9 gdomiea. 5DCVTTI: Awa1rdI*-.WS. et Ccnu; hwria B Ran Track Scorriwmd (Trod), MnfoJi for lariat Era from Chemical font (UeUatkfim). tUTt-IO. fWadud J^rtaitiaan (Laa/J, H:M. M*.,______ 5L<*E=S1R" ^ Bm: Hatard* of Htab rtagnacy PW [foum. 3&V 4-ia MrtUt W Strutt Eft* fruw Cbtmfrm' Ban* Mwn(cUk,iUCtktUmit*n)i, WTbI-oJMTfBa.ell Tim* gdeotiT XXVm _ IQ-2J tdt<r. If. T./ Umw Leaned Ima tW Tnt Oit Diwittro Want Fboaet. vn Xm-.S4.J0, [diW Ed*ndw>i_jf,er*dtatat Prlraa Traiatac Canrwa ^turner). XXVB1**. CmIoner f Oryitinoati Ittuated ta Safety E4*cettaa. XXVmrVP. Crhiol Utifaatma U Safaty Stau and Featotoa (JadmmaJ. XXVmtaM7. boeBMUatwa Ifaiiw ta a School Sefaey Cemmhteili Laml Stamy Cageri. XJCVpIilCtt-llI, Tbe Cutterfog tad Trmtmem ta Itaaiu) Acolcai Maban C/otemta. XXVmrf4-9._______ Dnrw Eiharariaa LaswLtttag (/trykart), XXVTO: c Cadmtam: Mtttl Ratio* Heard* V:IA IW67 dT tnaat iW Welu F*ww (Cartrmy). CCoimaVmf:M9a.*t Wfrimnrdumtnt.; SHo*nfMAmktolajamnryt.iit ,it _foar,fom Cat CtNnVM ta Hati Safety Pumam. XXVM: my CemjeViTie* eg Sifoy Fdertriira ta tba EleWtalmr Idnf re.forwl by tlw EfomesUiy Hebenl Cia i wn, Sift, X3Cimi:7*ta6, tat* Drirw CTawM Aay Ibdt Safety Valaaf Paael Dimntaog. XXVmd*-S2. How Cm Cm* Be U*fo ArdUble fa Scbttat for Dnrw Tnawf fwymtf (DwHatfa*), EXVQli bfaer CrmwTa/tasr tTstatattarcylaa^dtfaotioMaPFnrn-it Tbdr SWfAr^A^A^MrJ^Ts-W U- 0"* tW *"* CMn Toiwdforidr: Cfoaaby Utub wfab Sofmett Carrow, T. a.,v*-.Rt*e.port tf Scatmtk* Cfatmhua, ReIV ImTwcb Ttataw lamkwrleaa Ca* Mata Sifo Pfo^a ta Tlwta Stotett (Spotataa^ XXVlIIi Tnlw Momtb*. XXlltU. Battmiae, See Storam Satwi*. w__. .. . Uarfoe tW IAq. Beta--Safety: Ufa BtHa far Ronllio*** WaA. F**d PtoSfaer^f iutar Ua. P**d Kwiitat, 0:114- IT.. Pbniobty pi Safty Uu tad Ha (Bfelrod), Him. ITiatn ml tJW Keeiirft Owaimt el ntria* Seim (Ymmll 0:14-17. , Sale Window Anrhon. Paaaf Diinwni . 11:114-117. C*tA, ?. /,* 7V^Uta Soyarfor Warn Sribty Cnm 5UWBM7. Ctftrey. F. /.. - id Ceeuel ef Fame Data E^mm. V:W1-, Carnet a^^oaery Samoa t VX:S-S. c-rCJS^Si '%'<Prev-eatiea ..Tta^eeta Sahtyfe xxvmx.__ TW Pm* ta ita Setae! Admtafacretm fote Sefoy {StaUL XXVratll-U. be Reee ef tW Sratamr ie tbe Reject at Stay Selmy (fogymad XXVm:IVIV Rowort * TW ta tedwwaiiiail l^urfofo fa Scfaeala (Dgamaariatilt llnaiag ta Sctata Safaty Cbmmit- Safety Bek* ta da Oil bdnUT, Pa* Ds^?,t*Jc^s3Br. ` T!!^ IW Nwf fodd fom Dariar tW Cam Utt`el^'Safctr Mu ta Pata MRU. Roand TaHc DimiiM. XVTt:2J Urn ni Salary Mu WWw FemBa* H/JiifW Ro*ad Table Diwwfo*. XVTT:Z4. Brsartt. D*. JL /.; Wbat tW Mtatnl Owartit** Caa Do fa Amut ta tbe Pwt*1'-. 1 Atriifnt*. XV: 'fss-sg-og^^a Tbe New Empleytfa Iauadtuea MW w*1 fmiar T*f-*-r TMAa- fa Tamf ftfomdL XXVm:IOO-tU, IWlErnm foam My State? Program (CerffaJ. xxvnidsr rfow tlw IW Vmem Drfataa Tmu Star flfeyrob ZXilS-lfo, aim ta JOaVrfSt mta XXVUIrfML U Satan tbw Cog tW Sdma) Umtam foe 2SV27. Merry, G. 17~ Muuriil w Baa Craiaetr. JDX:V4< Mfrlkmii, W. C.: Hazapft Related faPayer Pla*tlita< Opendaa*. XVtlrt-lCL RrW.^CJjW Ufa^Sajutar Mian.Safety Cm^2 .17-11. ,,*e* ** ***' ` <1-eweio. VTill-lX. Ctwur for Safty Edacattawa Cbifcram afOnii dot lauiMad ta Safety ftaniai. XXVill -91 Cbeaksl Xodtavy: Heofo for tbe Fwmta* CM d N ebfork Add. Pa>d Demme. VHrlS-1*. Labor*wry Rnofo Poad Ptaemfat. Vn:17-ZJ. MtaoSafol Rwta "-------~ XXVTD=75-29. g'liwiii . of Bow laemy McoeoSty Aa tufotad fa Football pfaym* (UatAJ. XXVHI: 5S-64. data _Ww PlaStK *wd Sttaol Safety (Hi,,). XXVUlilMR Sfotal Acdrfdm Wbkfo Am VaWaU* for Pkyurol Dn;liwiat Be Dfoctrdtd Bamme TWy Am fo- Mink. Dr. C. t..- Troyfe*! Ma&dn. XXftZI-SJ. Lead and Add Pmlbwe ta tbe 8wo|t Battery I* Kartiaf. $* Ifielia Isdatwy, Mtmtr, r, tfJ A Qiie la Aj Smti Aa lu Weatam ^Lnk. JOCIVtaMt. Bthari. Dr, W*r**: Health tad Accideme AeUou ta At Modn Rafiomy. XVTII:1M4. Mmrttmrd, Jf. A,.- Car* and Urn nf TaiMrni. Radons* fatty (BmtfMK VHJ4-J&. Lameoe Umd Wee tlw Team Qty pfmtam (Brnf eat), \TI JI-JJ; xm;J0-3t. Pa* Diytaf Vtyw ia| D*at PnHmi fRradfay) VZTNO. fSfvmSwSr' Rla SfotaU TUm Actaalta (BermlL XXVmiSOZI. SSSiSSToki. - pTM, b.^ \md Seattd*. ITI^S, * Stwimt, C. At.i Abbeat Humju at Craerel CUnua Piara*itam of Air Maw* (Brmttry), VtI:J8-ll. Rowed ............................. ..... Sek Sunt* ad Cbemtaafo la tW Ubwwy. Paad fade Add: ttmiwt Flottac Bnrda (Jdaearyf. of Raibead Santa*. x5a-70. Iiinn. . C. id ATttdi, D. T.i Safary Pufarm. aoor Iwpnaiemaet ISmth Uiupmai IVatalac^ Bata*. Sat Paper Iadanry- Wood, Prodvrt* IsdeMry, Mmyu, C. X>^` fmutm ef Acddenu Tec*Car tW Otmauea of Taafccn. XUlif-U. BraMrj, W, M.t Pmaiim ef Air Peilvtta*. VII ;]Ml. IXacaaotao. VD.17. 21-22. Safety Kdaeatae* fa tbe Laboramry. Fatal Diana- ata*. Vn:SI. 22. i Uitr ta Laewaa* UmW U--*t\ VU:7-1A UaetaUe Oapnmfo (KmUJ. VnOJ-2S. . V:!5*tS[btbta: Cbraa for TJm Atatata Dta TaaW. P*d Ditrfaaiog. JOCVdJ. Cform for Um W Mjfcm Wood Boom. P.W EH*. 30CV--M, Uae of Gectlm vn:if. ta tfot Taber*twy. Twd DiKmiafaBEI'Salary Sbm^wtT^jln (TmaU. XXn-.IMS. Idmi, F. W.i Rrwtau ef tta 1944-47 Paper aal Pely Acctatet CtperiiM XVH;74. Bruduet ApMntMi Rcwinton for Uae t* HaadUnt D^^Pip Mauftal*. Rated Table Pinam'it. Cbmteel Seafoa: Tatar Tweet with Uarfaa Seawi Safety Show far If aimed Imhpu. Paad Swav - xxn^f-3i. Mtaatm, VH;MI. Ofoeen, VH:f. Opnnt Xauffa ef At einu* (CStnfl. VH^-7- I tag. SQdl. SWm (jrwt ta Pi xvn-.iA l*32! * ^ WocW- %tmpnwrj Preractlre Orrir**' ta kW Ceeuel ef Feat tad P**t Etpeaw* (Cmjtnt). V;9. 10, 13, . Ckmiab: Qtoiii tbe da Laboratory wkk Hiiutatm'i liiaitwe tbe Oimeal. Ttaarf Dfonuf Uat^ ta Heta Hata^ta Ptay MUfo. Rcrood Table DU- Braaraiaat, At, .: Kaepal Ray People Iifmal, rr.KVPI. Gtuaaraea, fVornUdrnMSI.mal Dip Tdfo Food DSmamJ Uta ta Wbie* CnwaDt Alar Saednaa by Om Carrier ilelf, /. If..' Hoetrait Aadlmta, XaJ'144). XXV--1J. I ---i-S- -e--t--:--R--acoi fSemoW. aad Coaatal ef D**r bee* Mu Metal Oeaatac fUaetryA VtIMT. --TTinui CeUraie aod Uairaniti**: How Caa Teeebtr Trmroio* luthatau Prcyaro Tbta Stadcata i Ttcba'm*** of TeacUaa Fiiijiifo Ur* S*fa)y. Faed CKko*- bob. XXVni:34-4l. Cotor: AdnaUMi ta Color ta Stay*. Fatal Dina two, XXI sMT -Tefcr Dywem* * ' * ^ " XVII:I7. ' Commartial VtUcb Socrfoa: Jotat Samoa antb Na. teul Drirtr Edwuttag *ad Trmttac Comminer aod Trofoc Sertwa. IX:IS-i4. bOaotea, MOffemv ZXj4. ______________ _____. V3T5" DeaoamntiM Menia? ta a ScWol Safary Ctmut* Writ Local Safaty Coafad. XXVH1;102.IH. cidfat Frereetioa fSjwrrvrj, 11:45-45. Safety Caomainem oa Caraa er Patenter Veetat (MarrirL XUI. tl. Vain ta Labors!iitiiwiml Haahb aad Safety Cam- autuea (JaJtrtaaf, 11 ;47-4l. A Weed SWf Safety Coomioe* IMtUrinl XXV; 17. Caaaetky Safety Coencfli: Dcmosatratioa Martiac ta ScWol Safacy Commitia* ta * Local Safety Cmacd, xxvui=toc-m. TW ___,______________ ,. A CoutrKtiM Tretaofa (By1*1 X:!^ Coatroin* tW bfmron JUror--a JUd Safaty Job -----------Wt Om Wbat Wc Neel ta We Need It!f U{Atimat.t.H...a...j.).,................ Tbe laoddaaatmaeo tmal Safacy ta Job Plasma ffftam**aj57X:?-14. TW awry ta a Coatiatfar*# Capwinm Raaohfat bom aa Aecldtaa [Mud X;l$-14. Ctyita^ Taiiiai bCaama, Xd-31. Coatmta? Cawteac X*dax Ratsfa. Sruaptmum. H;W, Critical UufaiMa ta Safaty Stuu and Featofaa Umdntmmi, XXVUl*l-47, ____ _ Umw We DM tc. Pam! Pfanmma. X30V=-fl. My Bret Safacy Idm Dortay dr lam Twain Mood* fAtarfoj. XXQ:lt. RaOmad Eaytena* NiUeiaal Safacy Oiotaw (ta Proafoa'a/L XjQ^-10. Uta ta Safary Cowart* ta Uatatuata* latwtoc. Systpawwaa, UdMl. Vmcw ta Cootcaea ia Malatafafoa Dnrv 1 Pant Dianawoa. 1X^.7, 9-M. Qtamtiaa: Coefaratioa ta tW RaOraad Safety Pifa tnm (WAit), TOa-M*t. CsordimatiiLC (Farm) Safary CAarU (inMna^ xxvitadt Cntaea: Acddcat ta Sbaftta*. Panel Diana uoo, 0:11-12, __ Pmratir* Maiaeaaaaot Win Ron aod Wire Rape SCaw. (CbnirfL m^-ll. Craifa, JL iiloMiailiy ta Aeditor, Prrmtieg, U;I941, Cotter, V. J.i PfatWteaiml amd Rmu Rdatfa Amocta ta Amioaat Praintieg. XXilbl). CyatadaTUma) Pfouw Haaatda (AtmmmrrK V:td, DafadL /. U.; Cmnl ta Acrfdew Haxsrdt ta Cooaraoie* and Repair ta Veaaela og tW Great Labae. X01:47-t. 40 35th National Safety Congress, 1947 Index ,4 stray, if, /,, The CesuaJia MiH Diraar, VIII.22-27. AmmJ JHiitiM of Mmben, 1:11-23. dmitreai, jitls; Cootiojlitj S*tJ ESorta, XXVi: A--h20d-t2:2.Aaybah HantxU. Sy-paso--. XVI3:JJ.14. Anociatioa of Amentia KaQrouU: Gntout fro-- Saltty Sactioa. A. at A. R. ftfofauM& XXJ:, Atomic l*o: Radiatioo Stitt? Maxim is aa Atomic Kerrey FUftt {Mart**}. U .-21-17. AsK><ookil' ImSstVy, S Aotomourt u4 Mathis* Shay Sonias; Motor Vctidc tndnnrr, AataMtm sad Machiac Shop SacUaa: AGool**, V:7*41. AuCtoCae>tMn.>r*V:SSa-6J-etr panadatom: CenJerrar* of Ora- atint iwsioi fa Sihtr Uratit*, XXVTIf: Avsnb, $ Cgttotr; Jimnk Bat Maastactsn, fa* Pap-- W*T. 52J2wT*jr*^fj Casual aiSolnst 7-^2. Mm*n. J. X-f Osfead rr&maom sf Wmm_Cre Uadojoaaad, Vin:3W4 Mtlr, iT.k.f My Bot Twdft "----- - Binaries, fa* Belli Safety* Diacaaafa* PtywolocT dfecfrr. Perry.* Casa** at IsouMd Ih* team, 31; Btiliactiwmi.Ba**dt Bant Track Sj<fan*d (7n>)|, Usxxonf iKiMwxii.nyu a__tpynti * lit IiSm Board. Past! DiJiSm. OCHS-ll, BaSar*c*:alsHo iftouoAterso. f MiA Treqooxcy Qual Madm. Pasd CM--fa*. XXV.t-lQ. MiiMi fa* Sana* Eyai fas Chemical hru (UtLgatUm). tliS%49. Month. Ckmini Who SfarsU FUs Sfantif XXVIII: ~Mat2in0.41W. . T..' Iiqw*iL---mvdn-hjrfmattf;ar3T00m04-C1t0y Cifaiin: Mtul Flitia, Htarlt fifontyi V:M. Twkfa of Irstai tal Wddfa* Pnaata (Caito?) v.-y Ca--sa Wiadon. So* Pap-- loimntf. CanfMt. /rasrttr; Hob H-- teoatml* U Bsdan Can Ceanfau to Haw Safety fifaf, XXVIf Cot1a4s-19T, --rschloridr: Chases, Mtuli ofeb falroau f--MeaTst.y)i. tV.Mfa.un of Stadnfo r*ifiif Bail"ertZioojt,SXUJU. S: . 1M4.rrfIaSa. at Marias a*2 Safety Sfcfaodi far` Satis* Ey-- fr--s CVnirsI Bona (UtLaoMo). UiSMa Prisdfal Qirsari Sba So3iiort (tav), 11:34. 1 S-- si-- Jfaadfa CWieat. Child Bilucitaisi Acmdius* Prtrar Traialaa Cavrats tUMtrh xxvin^T Cwm--*f Orrtarutioaa lasnsd Is Safety Eds- ratios. 3CCVm:27-99. Critical UUfizata-- af Sefaty Stt--ta md P--tar-- ** 'orcrara-taoaXMXVaTrfUa^4o4f7a. Stfad fefrty Cfasit. tod i Local Safety Cossrd. 30CVn!:ta-lll, tla Detcefa-- sod Treats--as of Potential Acrid--t PrMinaair--aEfd/asdcsaatiaossJL IXttXidVirmiadB4-4(t9t.tjionf, XxvI,R.L i o9-1n0. Cmahitwi aa Safety Uoaaoo h fa Eh --estary lilatl Casd--aadby faa Baoaury Sfaoai Cr--ain-. N.SjC, XXVm:7X*4. Kara Prfen Oifa AilyT-dfe Safety Valae? Paad Cfecm-- 50CVmT*9-I2. :oa> Cas Can Be Mife ArmifaW* as Sefa-ls far Prrrer Tcsisra* Parfi--f IDmttapao^t, XXYU1: Baa Cas Teach-- TVaisiog laadtatiesa Pr--ata TWr Stsfast* is Terhain-- of Toacfeios Papda to tm. faWr. Paod Pfa-sania. XXVtnilfedL. . Cat} Mlsiaa S-tiaai Mlsntaa. VH3fa47. Oficae*. Vin:S-6. . Cats. B. i.: Tabs* faa Poach Out of Pasfa Pre-- _Tbnwfa Gsardisa, XBCfa-lO. rjfaa- sad-Vah-aiti-: Hoo Cas Teacher Tedsin* laautatioaa Pnytn IWr Stsdesta is Tecfeafaaaa of Tcadusa Payifa -- Lfea Safaly. Paaai Piin-- aaoa. XXVTU:34-41. Cbko: Adreaceisf of Color Is Sfayt. Paaai Due--, aaos. XX] :M. Cotea pyaa-iea fa laludiy (Toni,), n 40-42, Cder os Pap-- Markina*. Jtr '" CiaXiaViiHm:d27.VrUdt S--tfrn: Joist g--a'os trifa Ha. tiosal Privcr Edocaues aad Trnia--* Cn--iti-- sad Tidk Stcties. DCtlMA Misstea. CXr4-Jl. Oman. rx *. Co--in--a: Ct--it*-- Pmnsd ssd PaSd--. Qn--ties esd Alias-- Piagia--. VfaZ^S. Pu--iosmins hSaiM of a School Safety Coiont- tac of Local Safety Cosscfl. XDCVUt.l02-111. Lfeer-Msr-- Safety Co-- in-a s Aid ta Ac- ^ofeat^ftitteuoo (SyarnrrA Q:4341, Ufa Sot--is* Ifta-- Safety GnsriV ".m1c4s3&0s. * aad Costwf -- Pam aad VSsacTtf-ella,.r Mtsscw. VIcS-U, ....__ lioa TVaatV X^H49-7L . . , The Port of fa* School Shoo Safety (SaiU). ~~ iTn-- of fa.fet Safety (fo-yo--Oo), - .it-ll. > a Chaodisatad Safety sad Qisif lsda. i-i. xxvmtiofeie?. What AeUTTtfa* Nifal fa, Yaarf (Staht, -- Ufa (Cayoi. "s&Nsz'y-' JUs** KrutSAs* fa tfa rfej. XVI124-29. - Hasaa Bafa vTstAT.^ _____ Bose*. fa* Paper ladntry; MajU, C. Lt Pmsatio* ofAcdfast* PecoEar ie* fa* Qpcratfaa a1 Tatlm. Xlll'J-ll. BrmJjiy, W. X.: Fmestioa of Air Ph)1ina Vtl:JA-il, Brass. f. W.: Berko of tk 19447 Pipr aad Paly Juaioot Zif-ksce, XVn ?-. Brofaia* Aiipantsa: B--pinton far the in Haadfise XVtT&I-B? 3>fatcrTai*. fatal TaMt Oktaiga, Bnyhstory Fcnaaom Dcncta' is tk CaaUol of fst sad Put Espossre (CufayJ, V.-9, ID, II. . Broasoisnt, if. .: Katptat Key Ptopic Infer--1. 13:90-91. Modi, f. itj Mourna Aniim, X3J :24-35. BuSaii faspitiw aad CosOal af DaS Ins >( iC^traH. Vil0, rass* at Orsa--. Sdmtfas. XXVini2 tfa P--aias CC of Pt fas. vnts-i*. i IMartatlas, Vt|:17-23 Po Is fa Scangc latsry la rVH J4-J4 m tfa Tens C3ry Omam (Mat xnx-jcMi. W asd Dsa ir FbQatfa* {MraMiml Vn;M-4l. i at Cfesinb >s fa liWnay. foad 1--os, VU:19, 21-22. Edscadata is faa Lalenfary, Pasal tKarao ' nta, VI1:>1. *2. ?,*fc*T.." M.aofagat*J/aani, Vtl:7-1*. UsruUt C--ipossfa (Matt). VU^3-2S. Um at Cufafe* is faa Laboratory. Paaid Pocaoiat. vnti*. iUaical Saetfas: Joist Sods XTUiifelI. Miaaiaa, VH J-41. QScm, VDrS. OfasUf Rosafaa af faa Cfcainsas {Gtifert). VH 4-7. TWaairsli} GctSiSf faa Mutfattra'i Lltnrstaac u faa Laboratory tdfa faa CMaakal. Pawl Kim- aiK WJWI, Ofas fat the Arasal tNp Tasks Pasd IXmwin. XXVill. Mead daasiac (MaaotyL V-.1J-17 "iSonSitj*. ftadf A--titMi Whiefe . xxvniJMf. li--if Chhnlao Is 1 faia. XVH:25 ____ ___ __ _io-- RsC--t Has--da { V:IM4 . c_ - Qoddst; dma hr the AwssdP- Tasis. Pasd Pionaaif, XXV:13. , ___ ___, ,, nw a--. w-i b- IC-iUlfc *r`~- Yfafa Pma fa Laeoa-- Maao* factsn (JouL vn:J2. ,, .. .. Safety Sfer Qosfaaan fTraniX X-AJJ.11-12. IS--- Pfafesad Esfaisi. Pasd Dlont- a--'favii ha Pay-- Bay Uassfact--fa*. Sy-- Sopyffnc Safety SI-- hr faa Work-. Paaai P U of'Haod Han fa Palp MUk. Bowtd TfaU Pia- estafao. XV3L 23, Salary Pi-- Sfeaftfs*. Pasd Dfoesa- P--vesots aSlknua Woo Bay* asd Win Raye ST-a. fC-rfeL m^.11. ^ Cmhy. X. Ju Sal--aaiViy la AcbdeaC Pru--dss, .----------- -- ... ,,........................... C--Aisaon fa A--PMwetaat liPoriawralataaaatdfc HX--X:n10r-Jt3R.dethso' CyaaidotMotal Plotaa* HsuodT(ir-ryf, V:l. Oafidl. I. M.: Costrai of AoMart. Kawrda fa Co*. ,rlfTfrs sad Bapaof of Vaaaafe aa faa Gnat Lafat, XHI147-4*. 42 }}th National Safety Congrea, 1947 Available 1. XXVUX :M> DarnU, J. i. f.r AoMttt Uin Through T**c Eagitwriag. XXIVJ7-39, Dtarkara. N. B.: Six Mudmi Bdicf*^ I:4-1T. De JUamer. BatteU: Uu-- " S**a`f'a^jyr at lb* PlodKUM Und. U:SS->7. DmastiU*. See Health Hrd*. _ jnI . Drria, W. T.: At the Chr LnJ. XXIV: 2-10. Dfarel Eagre**, Sw Eadses. BjSpIbec (me" tfcoUtie* of Safety RW. r--- ana.). refinni'jnT ef Safety RegmletioM. Sjmwiw, 11: Failure M Toltaw leetruaieM er Ruin fFe*v>, FrmelUa Apiut Driven Vk SvMte PrmauW Acridtau. Feusl Dfacswios. XXI04-25, Uum'i Siwpaiiiy ia gat........ I at Safety Umaa^wUliW-Sl. DErty!*M~ _ Aiaiaiw f Ckl Dm Kassrd i Aecfaacisc Mow. VUlJgJJL Driakfac Driven, Sms Atnhll. ,, _____ Driver Edacetka aad Tieieies Gmp Miensg. XXIV: (04t. Driven - end Dririog: Agwdo Driver Cbvet fLaort*. XXVZn**. TW Daertwa aad Taaai at ? Miho(/irlsne). SOCTOl:4449. TsauM aoa InilHka fAbyAw*)L 30CVTII:S-9 (Xu* An Tide Safety Valae? sfaaa. XXVOI^JI. ` " ' AvaUafi* lo Sthnrli for fDwfascfaa). X3CVHI: 1-9, Udn Bettor Ife^sf Safety Uiuriik Pud Du- caioeOi OCd*U> A Narioaal Staadnd far Safa Drmag fSwbi;, IX: 25-22: Fuel pjirgsTif. DCJ2-3I. " -. --- - _~__*_-_w I_r_a__h_o_ _e ,"------------------- a U--rimy , School Safety Qaama), X3CVUI: 105-106. *3MaoM, frebaoe aad Other Detcrreatt** tfra- enX XXXV:32-35. Um ef Hater AMitr Ttm ia Sdatae d Stne Car Openton (fiUUtk XX:|S-!6. Uac ef Tqa ta Detect Afridrat-Freuc Driver* (fiutn). XX:I9. _____ Valae ef a VWstor't ScWe] (Fieker), XXTV:36. What the 1947 Wisur Pihag Tott She* (Mayer). XX:I5-16: the ia 300V:6041 aad XXVU1: 42-4J. Sec alar J'laWl; CbttaU; Ealwttam; larotik' ttoa of Acrideata; Unw Vthidee; Trearit, Dnaea, See Ttihu Daaloy. /. r_- &dcr ia Swexhera Imuint. X3CV:t9.2Z. Deeara. L. /.. UuiUjauif latereec at the Soper- riaoay Levd, 11:53-55, Dims: Abeteacat of Coal Doet Retard e Aathrariu VCaa (Dakerty). VHJ flilnatmoa d PaM or MI* Fethia hr U|n- wake (BroJUy). VLIriO. The Ctatnfie VGac Dimer Idoheay), VUIJ147. Coatrol ef Gaol Dual fa the Oparwiea* of the Tra- acme Gael, buo aad Kadraad Ccai|tay (Cray). VimO-22, D*rt the Oaaiof of (MaaoeyX Vil^lf, Method* of DaM Cbatral Uwd ia VCan ef the Lahc Sopcrier Dirtrifl ffiaanM, XVIJI. Pea Dryisg Dmat PrebUn (Bradley). VJJt40,, PrevcauM ef Aw^FoSutroa (BradiryX VTI:I9-41. Raeagaitiau aad Central of peaura fCariray). -- . Dew E*- Water Sorenag far Alayiag Dbm Pxt fjrfeeaA VT1I:Z, Sar alto Bmth*B Appentmt; Veatilatioa ted Cibut Spwai Early Monitt Scuioae, XXJVi4-ld. +*. J. B- jr.; The Advaatam aad DuadYMtaon ri Uima Dieatl Eqaipnaat ia Uadtrjtemad Wcttoap, XVt*9-IS Eaaenin of' Safety: Aeodeat Cain ia Rdatioa ftiTtnWt Cam. Srarwata. XJM1. The Onpnr of Acodeata fD^^arffh X:*-7- Chet ef rtra Imionce (Serf#}. XJCVIiJWI^ Coet of Haai|c had 'all Aeridnts (limrrieiJ. Ceetof Reread Otwat ia Graa Mbn (Bawhatf. Low of >a FreJactiaa Thraagh Farat Aoridtau Talltw uflmut Iran Occmpatioaal Dm**- Ffao^XVriik's* FohCc falijT; . Edantia^ the Worfaoaa. Saa ladatn nf Sditf Osmo; Qectric Rjuveyc. See Thiarit tadatyr. Efactrical la?uar, Sac Fahtk UtiSbw. Oectririty: AdvaatajM aad Ducdwetagac of the M*< g!=itewet^ass- ml EjSriTiiv- Diawl Sq-faawa. ia UadognwM .......... tU*h XVI:IJ-I4. 15. _____ Veairt ia Lmic Mudwat VR:IS-n. Efacnkel Safacy (Iwertl XXVIiM Kuh Prwmct GWm Michraw, XXV'**10' U the Mp of Efactrical ICaiag ___ fWOma). vSlZS^t. _ Fiatacriaa of Efaaric Cocafaa Uricpeeti fRorwrtt). VDIJW:, Fintaniaa ef Idea Warhiag oa Fsvev Tgeigrer Rrraad Table CXaeawwa. XVR:. Radio latorfcreacc ftaw Hid Fre*eeary Ifahi PaaeJ DtacaaM XXV t-9. . Safrrr Ihvios aad lftrhadt Uwd ia VCaw of the _ Uu Saperier Diitrkt (Sm*art), XV1JI Otnwn: Orrittn or lift* ia Palpi *VCiSa. Roaef Table DueXVII*3. EIrtr. G. IT..- Highway Railroad Croauag XXI:1M*. _. Eaplmn' Vfwtim*: Re* a Make Safety Vfacua*i aiefc (Masdk XX:Z7-30. __ Ifataub me Uoe ia Drim' Safety Maroon, paad Diacewwa. XX:15-I4. _ Safaty Miei.o. ae a Pert ef the Safety Tnwiai Pregrew {fffrfaaMerl. XX^S-74. Uos of Gwn_ hfutiagi ia Sysporimn, u -dl, Emi'ilriyintat. See Faevoaaal: Fhyueal Euaiattou; RehahSitauam. Eaforaeteetit: Atneopriate Fran aad ftimlttw fXfarr). xxrvjp-ii/ Fori*care of lail tar Traffc Oieaaae. Paatl Ducmv m. XXIV:IO-ll. _____ Riddca Foirea Tefaniwea: Faael Dtacuno, XXD' 74-79. Hit-eadLJtaa Evidcan ia the Tnlc Caen. Paod Duceaooa. XXIV: 2&-Z7. ^ Omonfad Pi" , XXIV117, Tv?deace __________________ XXXV:26. Police RapoouhSity ia TreCe Gaart Caaee. Faad Diwaarioa. XXIV 02-30. Palin Tectin ia Traftc Peual Paael Dfaroufaa. XXIV:12^2. PeUfa Saypart far the TnSe Eefaramat Pm- grtau Peari Dfacenioa. XXtVi91-94. Raa Btaadcartlag of TnAr Trial*. Faael Dta uoa, XXTV:I1. --. Trafic Caere. Pend . sI7-*9. Speed. Chec^chh^iimaf*eartai^fTT'rara.afadc EOetfhnerrriMDaeaata.tnPaana' el Die- XXIV. 12-35. . , Tnlc Coarc ftaaa, Pmmk 79-22. Tradfa E_ 71-22. ram af /nlatioma______ See mfaa Ifafke. ' ` Acrid--________ ________ (PmrrV). XXXV J7-79. Coaealr.aal Twit Strvfaa far the SawH Ore. Vmai ZfaMw XXIVrIS. _____ Coetn4efMargtaal Lead Oat (Md XXXV:SS-90. Ctoopentiaa ef Sutc aad City Tnic Departeaeats. Fuel Diacowfaa. XXIV444L Trafac Fnriafiag ta Sail Otiar FeatI DUtnini. XXJVriVdT -agiooriag flieafea. See AS5E Fegfemiam SetXMa. Fegiann: Darin ef Twit Eaaiaai ia Snail Grin. Etari Dkawa, XX3V-.764*. lanrttiw af Safety Spiriillm ia Irinry fSfWrJ. ntfl-52. KtUihuhi* at Saperririaa aad da Safaty Depert- neat flfaald aad Mimmmaf. VM-4Z. The Swg^fay^,lafaiiu. Qentiaa aad Aa- TW Safaty hfaa aad (ha* Pereaua. Faael ttintaN, X1JO-2I, 21-22. Stfar Ifie liae or Stif. Qaataw smd Aan* Pwpia. VJ42L Safaminhip ia Arrihn Wraufai fCrerhyd. 13: Uedmnadrac aad lalararieg Rwaaa BaWriw (FrmtWXVs :11-12. Wlm Should the WfatyTagiau* Fk lata Mea_ mgtniat? tlttni. 114741. ------------- Ue af IKed Ifaanad Enipaat ia aa Under _____ T. J.t Safety Wath. XXVI ^-9. Pant, Earlys.' EWxriemI Safety, XXVX^243. Frfahira. See Tifalitan; Vnual Edauthie. Sapfaeiaaa: Chutrel at Acridtut Huofb fa Ship Re pair Weak trith Parricalar Kduiai mo Aaphyria- oa. Fire, aad Fipfarinae (TMn)L XDIH4-47. Camel af Sefrtai Eayaone* (Baron) V:I9, Dan Bighan Retard* (Jran). VR:11-12. Lnwaa f reread faun tW Teem* Cary CVeatral PUag FWen (Bagmam). VII:32-33: . XIII:30-U. fans; 7 w*ia i Lamed tmn tW Ton* C3ty Diemr Maria. Fhaan (Batin). VO J4-J2: X3R: 24-XX Its: CalfaTitlf Smrity Rate ef Lan of Sight. Paad DMe. 3CEV:I<.' > Ctfar Dyaawica hi Tefeaij (TradeL U:4&42. Mtthodr- fer Stria* Eye* fiuw /Wninl Bara* (MrLamiUm). TIJVW Opniec Renark* os ladoatrial Eye Cere ffamar- are), 11:39-42.- See afa Cent**; Phytic*! Etanlgsrioee. FaUt, See gperile Caaaa. " a Selatys Ceatriheriaaa mo Far U. S, Dqiinuui af Agriculture 10-13, tx 4S ChordUaumg Safety ESorta (Jrmitr--t). XXVIJM2, PinaiMM rtlnina im Acndaat ranaoM {Wtrtti, XVni:l4-l< Efacxrieal Safety tMarri}. XXVIJ14J, Pooting Rnenen far Fare* Safaty IShanaaJ, XXVI i Mklauv Report oa Sarrey af Fane Atctifaati (Sort*). XXVI:16-20- ________ TW Frefclati af Farn Safety Woth {Irirlml. XXVI: Safety i > SriaMd ** Far . Labor (Manky). XXVI: 14-16. Frew Safety Sanaa*: Vilaana. XXVI :S-23, Ofean. XXVIJ. far. /. !_ Aailrrt Fmeatiea Through FUaoed ESert. VI:l-tI. Ferigur: Fatigue State* There Flirt oa ladividoafe aad Infamy fpertu), XU-T7-31. See mho Pmoacl Fatten. FcdrnI Corinant. See Safaty Msvotral--U. S. Ftk. B. Bj Raw the Froac Lne Soptrvhar SWmU Carry Out Bit Safety RwpeaaWlity, XV:7-9. F3*m, See Vfemal Efeabn. Foe Prercarioa Sanaa. 13:29-!1. Fir* Pretacriaa: TW Adraatagee aad DfaadvaaMpn of Ufa* Dioal Eguipatm im Udepmif Worhimga (Batti. XVI:I*. Cam* af laotaod Fire Low (Barker), 1121-11. Coaoei af Acridcat Haxmrda ia Ship Repair Wath with Pertkdar Refanaceca Ajcaytutioa, Fur, sad Endoriaat (Tatn). xmrii-47. Caatiul at Sdwat Eapotom (Baton), V:lfel9. Custanr Rdetroa* ta Artifiat Frevuotioa (Wtktr). XVUI:14-I6. A Doaaaacrariaa (NemtU aad Walt). R-JI. CNa E^Sdmfacrie Miac r* (Ulaatamtl XVT:J!-JI. Fire Fighriec Aboard SUp (BrUeL 300:12-19. Fire Heard* ia tW VCairn ef Patrofamia Prcducti (Meter). 3CVni;l4-l6. ____ Fire Fnratm Mtatera oa Tufai (Bayie), Xlll: 9-10. . Aa ladaUriel Fire Brinf. (UeMey). 30CV:17. lore Laeraad ben tWToa* Oty Disamr fBag no*). Vn-.32.JJ; 300:30-31. tareeee Leeraad bow ifa Tncsa City Dfantar--Ma ria* PheanJPafM. Vn;26-32: 3011:24-30. Mrthadi ef ne Fntefaa Uaad ia Mien af the LeW Superior District (bnafeulj, 3CVI-21. 22. nwruatia* af Aerldaeta sad Fin* os Cargo sad Fl> School Fleam Hi 3cxvni:ifeie. factat* U--nX VH;7-I6. aad Wheel Safety (filet) Fine Aid: Clean af Fine-Aid Cam sad Laat-TWa Acridhmtt. Faad Dinahs, XIJ7. Matfadt fer Savia* Eye* bare CWailctl Bru (MtLaatkSa). n:J9-M>. Tetasua fett-Trew far Faestwe Wreak fa Waod Yard* aad Fafa M2b. Rauad TaUa Dtwuniaa. 3CVHOJ, Taaa Lrtait fer Ktrpiag lajary or Firtt Aid Raporu. Sympats 301:16, Vtfa. af Rwreda af Ufaor Pine Aid Cam. Sm- fan 301:15-16. World War laws AppSad to ladaatriel lojmriw (Ktihh xvra^-ii. Sre alia Health Sapnvfaiaa; Nana. fuktr. Join B. Ca Value af Vietatar** School. 300VJ6. FifthIt Ligwdat Canton Stamdwd* Voim Toaichy Suadanfe (MaUttu)L 3DOI.J5-IS Caaod of Seheat Kapotum (Boraei) V:12-19. Cnaonar laltloaa fa Acridnt fnrutom (tfrker), 3CVm:14-l. Safacy fa Lacquer Masufactare (Jam). VH:7-16. Sm abe Selnats, Pfaen: Deck Hexardt oa a Tamfar (Boyle). XUI-.I. Fleen far Ua af I^attrial Power Track* (Zfafe Iom/W. 11:77. Report af dr Rat _ _ " - i fr#cL 0:17-12. 44 35th National Safety Congress, 1947 Index 45 Sfepay a__a_d OBy _F_l--_r_e in_ _Pa_pec VfllU. bgiJ T_a__b_le_DPin' aio*` , XVIIjif. , wv. Trpm at SortsoM fee PhrKl Education aad Pity Are UM Satirfactsryf P**e--nd1 "Di-r-e---------- XXVIIJ:53-SS. ,, Sec ala Bourekoeptag. Fluoride*: Hralrh Hunrde Fluoride* (Brtyari). ToxSy of'Bearing y fCartwl. V-*- _ . Food I&dsauy? Piream of the Slum Due t* Food* nlTrejh Cotttf Morning (SaKtkarr). XI;13-I4. Rrinfiinf Safety is Local Opuratrone (a{*}. Sec al-- Moat Packing Indattry, Food Smum: Mlaatea. X1344. Oftwre. XI-A-b. ._ ,,___ . .. For--: TM Forman* Fancuoa. Qaatare aod An- mr Fmm, VJl;J2, ,,_ The femu'i Part^^ai ^the Qomt of Han Be- Tk^rwn .' Reapoo^ahy lac Safety in Wood. - -' i fErr-aj, XVu:17-l*__ ,, . Ho* Can W-e G**n W' hat Wo Mead When We Need i Saperri--r Should Carry Out HU Safety Xiy--jti'ftty (Ft*). XV :9. 'arena EwMtree- Paad Diww--uJXUf-**^ filWieM--Handling Uh fFere*gj, XXI: 14. I6-IR laportanca of Soanim Preventing Railroad Acddcnta friiSjrxXItlMI. , __ MtieutUK IilireC at the Sepervierey Urel (D**~ PeaTj{iMr?a** a a Raeren far Oaolt Acrieoa fCnTbrJ, XX:1I. 12. . , _____ ,, PiwkhiJ Too Caa the (fwrtdntj. XXiXiLIf, Safety aod Labor Uuaetoot Relit-- (WtmUtr). XlV*-7. _ t ,, Safety Performance Ionnont Throeth Manage- --rrt Tntaiet aad V44-41, Srirealilias Soar re Local Operanone fJrna{&7, Saimii--a m Applied to Safety {FecgirA VIII; SniioiYtno^iyi-9T3n.ieiu for Accident Fi'nothe (Grif- Tim U No "Irrudueiiie Minimere" (GOB,,). XV: Vatoe ef Sutieriee to Seperion (CmjinX B:W. Fe**Er. /. B-- StpariaM at Applied to Safety. VIII: FnadUirfe^FMuMdlft Pane Haeard*. Paoel Die- fondrfa*. See Metal ladtario. _ Pmee. See Gere; Vatitesin and mna Syitfi Carrie. 1. /- Preventive Maintenance Win Rope aod Woe Rape SE***. 311:3-11. Gu Induicry, See Public UtaMre. Caere: Ik Advantages aad Dixadraeteaca of Ueit Dime! Equipment ia Uadonutiad Wwhite fiO, XVI.-4-11, 12. Ceoool ef Asdeet Hazard* ia Ship Repair Wed with Particular Reftreace to Aaphyziataoo. Fire, aod Exphaett (TtUt). XIU;4447, Caa Dctettioa Afwknfi ia the Mmm of the Lake Supcnar Dietriex fStreregaarfA XVUI-22. PutinIron ef Accident* Penfiy to dee Opmtaea of Taakera (Baylt). 9-10. P?motion of Aar Pollution OTradlryJ. VU:3*-4I, ~ * Cteoei of feoe aod Dare Ka- pc*ere fCretrepA V:7-l J. ... of Dreed* Powered Eoviprecet ji aa Uader^ ireead Limeetooe Mil 3CVI;7-9> See ako Spedlr Cat. flainline; Konr Hazard* Mbete of GaeoCac frrtreA xvm:is.is. Catftr. JO. is TW New EBEpfaryee'* Introdoerien t* CJ?!T y^'^waade of Howe Aeddeota a Year. GtUt, Balpkz~M dre StatelorJ, Grice, Gwik A* Anajy-- f WO Paul Shaft aaf Hotating Acrideuta, XV1:3A4L Craoorw. C. Mi Handbag Material , to Hireey Indue- try. 11:13-16. _ Gilitrt, B. Tj OpreUM , , of the Chereicri CiUU?*/? f'lbree Ia No `XrTedecade Mjaiwure," XV .-9-11. Gtorea. See Oodua*. ^rreaHoT^T- IaJurUa frere |<ad wl Star) si*. Rond Table IX rearana. XVp^J.__ Typaof Gocsiee for Rrehaod Work. Paael Dwca*. UaTof Cogja tn tla Lahorstory. t*mtl DueaHeoa. C*>lS'wl *- Who* I Ei** frare My Safety tn- raaa. XXVUJ^f- ,, . Grade Cn Tut. See faihwedi. ' Grainier. Ba: Mrinal fSrjTy). XlX:^d. 39G- nacdVariiendfi:- Tbe Pardw Sackr CoBtpee. Panel i)S&m. X3Cyma3-*$. . alre ^c^a^ RnSf^^^a. Crnanur. *, JLr Vulae ef StatUtic* ae Snperrteoca. Gn^tei Ownl of Graphite Dad Eapotwt fCaxtrei). CmyT5/. Cj Coetrol of Cool Du* to Oyeratiou of dd --i----------Coal, tree aad Railroad Cere- foSt'affjllttil. Fral Ok Pme Aocidrata--^Throuth latteti^aUQU. XiX.fl GfiBm, G. Fj SaperrUeey Truinjuf for Ardfiut Pre- CrgSSf^ ij^Adt^aUpa mU Dfredrattatee ef tbt UkUh Sefrey Qwref, VIU :U47. _____ GtimmlM. /. fj Wby CaB There Haadkappodf n GHhIm: TTnnfi-- far Sret or KaUre (VcSrefry)- "j&vSvf:. H"* *'" *w* m tfnrprr, L fJ Report, of Vieoal Eilaeetioa Conuaittee. XXI-13-I4. Bart, ISaaSrtfa Uhe Aeodaata Mo* Radio* An ia Hareea, XXVII t5-7. B*fM. 1. Ms treed aad Arid Pnbf-- in tbe Stcr- a-- Ji>1err Indaatry, VTt;34-J6. _ Ifrodo n .irniui. See BroathUi Appantut; Cletheac. HcaHh Hawda: Comfort Standard* Venoa Tericity .Sundard* (UalUtU). XXBilS-lR C--tral of Sulruet rmnurre (Mamet), V :I9-2I. Denaamie Caared by Gtoa. Paari DiaaitaMa. XXV: 13-13. Denaatkea bare U of AdheeUu*. Reead Table DU- XVUttt. Direaree of the Are Dae te Peed* /JPefarA X3:7-9, Ezpfaereo Dworecrereinn fSrerraryL 1V:S-H, BcOth j--* a a--u------ t-*tho- MViiro Ro __________________ia the Rahhw Indutry fMrCer. . mtij, xxnnwaa Zidare-- lada--ul Pirerere ia Arridret Kaordi. Paael Diiruireou. XIYUS-tf. Lead sad Arid rmHi-- ' ` Rrerqnitrere end Goabnl r " p--ufCsrtruyL V;7-13. Seaartrriry re Donnirh. Qa--rion aad Aatwur Tra in*. VJO-31. SeiuatiujXj-- Deerearid* aad lia Fitmlhe (laatX Tmdc^MhdSri-- (Knk). XnJl-23. Un of Dwarf powered Bqaip--ret ia an Dad-- inaaf Ml-- fdf--rrj. XVI;7-9. Health- Snoertieiow: Health Aboard Ship (/--mA Jt HI-30. Hrehh Protection ia the Rubber Ieifaem (WBtaa), '**, aod Crend of Dul Trpniare (rare Il Y'1 Ceorea, See Piprr ledMUy. __X___J_U___id__M__I.Seerey ia the Robber Zadarery (Xamdt), The Medical Mea*e CheHea-- te Atrideea Pwro- te-- Freerare fSrierenltrr>. XXX:!M7.* Ifidttl Seruk* fa* Ireland L--ip-- Opreatieua. Rend Table Dtreare.a. XVD:H. _ "T The Nau end the Irefareiial Hygiree Samy. Sf JTaK. JL Sir "Uek Whe'e LreAy"--Wa--*t Led. Hf^u. o. Ki 3Cav-. HrefSre Htwidi Crepe HaodSki ea fTi (ReytrL XUisWI. . Quae Arndtae. .Paad_ Ducare ia IltlNU. . nuifTiW Driref Lareher ore Riitrnedr Pared Dir- TTtediee Matretel *a Beery Xadeetry (Crretw). TWaSjmm ef 1ladattrial PwcUany aad M--til RfiSTkS are. XU:I3-M. Practices. XVilS^tl. ____ m ^ liter and Migrel ,De Metre--re. Qeeeifae a-- Aaron Preprere, V^7-2I. Seat-- a Phyrecsl gaareinatiea Pntna te Mia- a--ML Syapcrewre. XH.-ti. ae--rtizaaien Daritwii sad Ire h--atin (Uw^ The^^^Brelth Hkrerire ia Hrehh *-------- Hnnb Xditd H 1 FiaUfamc Operatfare fJMioUL XVH:-ia UMrid Powtr Trwfa Mwtretih JErtaUd- arete fZSbOereda 0:75-79, f ,,, - larnriw faoaa Hreffioi SbM Lew- Red Tabh PTiruienn. XVH. 23, Lad red Add Pwilret ia the Storait Betun The Vdw^eji Hrehh Senits is teds--j. Sym VarenrirjDtreore Control ia ladairry (StUmay). Whet 'tte Ibdcal Pullin'-- C-- Da ae Are-- in Pitmi-- i Areidcnu f>--reX XV&3-27. ae *Uo pbnt A**id;' *' *{ Fhy--al Kdncuree; leduecry fffntfaW. VII-J4-J4. . _ Me--*1 HeedS-- Prubl--t (Uwmimh B:7942. Bret Treeriny: Ckreaol ef Txa Material Haodfi-- Heard* ia Wiredwwhiare Opw atreae tMtSmifl XXV:IA Safety Ftcwn Iarolnd in Meehaoknl and Mea< Material* KareK-- lUmtJ. XXni:S-7. . Safety ia Lacquer Maanftctare U"ft). VII:7.16. y^lfaeti-- Urn*Hri--e it tar-- Hub f,r. ~4' Ds Vfalerio-- Bon - n. b--^ n- Strippiat of Hid Wall Poerea (X:!2-1l See alto Lift!--; PIE-- MaireuI; Tratfa. JPowen. Dr. J. fJ Scree Anmdre je Ui"T' r Ptimure ia Wood* Operation*. XVH:ti-*0. Hfah Frequency Hretiae. See Electricity, fftlbrerr, C. Lj The FeodareentaU of a Safety Tins** PiMrre, XXl-27. Bimet. L W New Frontier* in lndnatrial Rditknt Throuih the Safety Prepare, 11:43-12. ifmriew. Cart: AirEne Sai*y a-- tbe Confrere of the Uailed Sutcs rV^-f, BtSthtark. Dr. F. iJ Pbyrioiegy of Safety Bdtt and Hareonre. 11:113. PrfWr. J. Js I--u Lenrnad bore the Treat Crty P--tir-<kainl Plant Phare*. VHJ2-33; XIH: 30-31. hare Safety Sectiop. A. ef 2 30am,U %. .` * T"3|kfa * Highway Safety, HotNe. Set Crane*: Qcvarere-. Rem. 1,1 ****'" ffelwIet f^Mm Turin--n of Safety in Job Plan- *, Hew Heree Eeooo--* in Bearee* s*,ar ,c~^ |fa--jfafcw the Win--w fVnraZU;. XXVn;%. How Horee Eee--re-- at Wretaere Can Contribute j&fisszS: ^^*Rrr5efio,ns?A'n ia' Horeee - (Bart), Whe'e L.KkyM--We--*t Lad: (Bai& XXVH: Thooaan^ ef Hnree Acrid--te a Year (Gain). 3DCVII:I4-I*. Wk National Coafwa--s -- Here* Safety! ,, ffaroOA XXVn:10-l2. Hone Safety ffrrefana. XXVn;f-l<, Hooha: Wood Book Safety. Round Table Dimnio*, XVZI:Z2. Homndey. Cmtat Heree Safety re the Window. XXVU: 7-R Brack. M. Bs Dureniueti----A* aa Aid re Safety Training and Inetractfaa. XVJf-23. flmiiibeepiag: Btak Aerida-- Canacn ia s Foa^ry fSCreartri. XV:I2-I1. Sae al-- Finn, geflit**. 7*. Dj How re laratigtet -- Acridtat. XX :30-32. Hlaidtr. Sen Teaonretare. Bade, M. is A CrenndMB Traiaiag Procram in ,, Operation, X:IMJ. Hmpahre, Sae Papre ladaevy. Indnetnal Dwreetoere Se--en. 11:33-33. ladaeerial Earn Cat* Swiiiaa. I1J9-42. Indaiirial Neniif Scctinn: Mraatea. XHiS-SI _________ ____________________________, Health 5pcrMeae--re--e; Perreanri. ladaetrinl Safety Connwt Health and Safety Traiaiag Prepare of tlw UAW-OO (Jmdmr*), Il;4$-47, R--ort of ASSE Caretoinre -- C--persii-- with Keeiai.iint CuOrgre fSlrwnrttJ, 11:13-19. Indretnal Sobjoet gerewai. See ASSE and lndnatrial __________ .. Oiii la A* Strong Aa It* Weak-- Leak fM<rX XXIVdM.1. Am Tnrnwriea Reaert -- Swdlt FUI (Strpkmreal IVilbll. Paint Inditetee Taipecti-- Date -- Materiale-Ham<9ag Took. S/repowore, Xyil;l3. Syreireatle Ranf Terefag U MU-- fOWaftlQ, . vmjt. Syiureatk Safety Inepeetiem flfiaU and Mtmatam). V:40. }5th National Safety Congress, 1947 Index 47 Can Be Made .. --> ---- ... . Tniaiii Parpen*. (Oartimftaml SCXVUI:i-9, iMucatioa, Sac Alcohol. lamtifacios of Acodtats: Dctermimjcf the fiiut ability of Acridntt (XetuQ. DC:17.; Past! Duration. lX:20-25. _ Crinr fanidpiUM M _ .. HPo*aertiaDlwantaaitaini,uIXi--KtlOA*-t"t}fS.iJdat AX t 30-32. rmjluta A*aiat Drim* TW Saatau* Prematilde Amdealt, Paaal Dunam. IX-.24-25. Ptraoaoei of Aa^efenf Review CoeMttRtr (XetvQ, !X:t9; Paad Dimuioi. DC:21-22. 22-23, Takiaa the Paaek Oat *i Faatk Praam AmdeaU- Through tavacUcatios tGrtrmmt*i), XIX-44, Tiie* et Accident laxattigalion. (mvI Table IX*- nain. XVI1M lioa a.a.d..Stea~l Mginr- 2Pai-a---M--.e*-s-b-a-)a---nlarwWfaa-euirifl.iiM Of*r- Ubr-MnunaW Safety Ctaainrw ta Aid n> Auokat Prrrtauo* (Spaarerl 11:43-45. _ UWr'i ItiwantiTaTii I m * Safety ftiyia (Urn. Nfa*rtCLroXa3tCiaUn1iA* ladnofe) lUam* TVaoah fe Salary Prop** (gimtt) .n:4S-$2 0 Safety FHpa nd Okjamt (Jatirtaa) Qdl4L TW fin at the tlaiaaa la a Salray Nyta. On Saaafiieaawtay aid l*nr fnma. Haa td Ownrs 29, V:)M1. Uafead Miaa Wathon af Anoka Urn). Vm.JJ-14 SdSw tfaioat aa fltytkal Euauastima. Sytm- , pofean. XD:I7. Jjfenuia. 3* f^ninl Uaoy, tacyan Safety ia Ltem Minetartan Uaattf, Vtl; Ulfei; Boardog Lidfen *a On Cam-, (StmD--. aUt. Xn7:14-I7. Cara atd Ue ad Ttddrw OaryaodL 104-7. IWoaUtar. Jt. Os Ea*. Ualntk Ite Tma. XVI: JI-JI. La fiMiritr. C. La fipai ad Ontan Canniaaaa. . . XXli9-lP _ lab Saptrinr SSan Site Cttn): Tha lab St*t- War Mian StfayGpaadl Aina-00,-^ J*fmm, Sin. G. IT-' The "Nr* Laok" W Safety. 1:10-20. /**/,, f. Cj TM Maiu af fnqgaao ua Srmkf Itiua, XVI :2$-2$. /riant, 0. 114 The Emolrn aa) T/Mfiai *| Fbteatfel Atridte Mate*. 3CCVTH:4-(9. /Sana. / Af,; Valac at Variest Smrore of the Nnbaal Safety CWmal ta te lailaajial Nana, XIIA4. /alawt, A. #4 Statistical Coeera) ( Aeridrata, tU: )-(. /Aaiaa. Cnm. A. C.' TW Siery ai a Catatdai't Eaarima JUtaftiac Iron an Actsdawt, X:IS-1S. /altfai, IT. G-- Cogaol MwtinMp Snabaa, U: 17-W. /*. C. Ma Slina Ptaa af OCanis 29. UaM !* Worte* l Ma. VU1:1J-14. />. C. 1_? Safety (a Largeir MaaefaRun. VH:7-IA, feme*. W. Fa Hrehb Aboard Ship, 3021:20. Jwirmerm, C. E- Bdurior as a FkWt * ladartrial Anidcata, 11:49.105. Xrefer, W. Da Rtfaft at Aaaul 1 faariaf 4 ASSC-- Eiliaariaa Sanaa*, 13:13-10. 2/naa, ilfea: fir FanoM'i lUmiaiUKr lor Safety ia Woodi Opendoao, XVTl:l7-1* XrUe. E. /-: r* rishtiaa Aboard Skip. XIIL 11-19. Esilj, Df, T. World War T.rtaoaa AppSad ta |a- diutml laiarin. TCVUlA-tl. Xeedatt. Carem Aaaaal Hgwl af Ciaarol CWiraia, TWIWreenof tW Mario* Settles. N-S.CL. 3011:32. Boa wa*; Hone ffaxardt ia Miaaar at Tiruble: OFtiari. XVra iMd. Rat***; Haxarda of HaadtJaf Rate**, Paaal DWnt- isos. Vn^24>. Xetuf, X. Xa Dnenoinia* tha PrcTratabaify al At- dAnu. (X: 17-30. 2ww. T. Wj MWt Aokat ?i*liaa W doryit*. 3CVI:4I-47. _____ lit X. Fa Stata-Gty Itlildadipt, XXIV :10-12. Xainrie. NT Da Aeddrat Trade, 11:7-10. Inwilri, Dr. M. Ma Bntiwfe Hnaa Prorate**. 3CV:I541, bur Maemrom *--te. 11:43-52. _____ , bar liaises: Attrtad* al lifer Unfeai Toward Driver CBiio. Fud gwn'ai. XXVSldl. Oroatk rTromSSncrniSUt. The Laha Sapariar J . ICarU XVjli9-20Lm*. Dr. C.(!a froiffnaf-- Pn--rtrit pad In Pro- wnnad. Xl:n-3I. tamer. Dr. 4. JU lutidi'n Dm* Train Oaaw, lbSea Uam W II *ni I Xaanbdb . la tha Tatar Ii I ari. XUDilAU. Lead: Laad a*d And ............. ia the Taatapt BrOny , Xfeftuer (BalftU)f, VH-44-9& Laad Tama faj iaar. r.oik V.-9. I*. U-12L Laaihtr Tadnttin: A-riliaa Anaafe ife Mm Pashm, Tam Paok Dimranic*. 30V4-49. Safety aad Ida **--j-- lW Infenno SaaSam. Sac Ifeg IMat. aad Intko IadiiMnn Saniaa. #td*. if. fj tnafeny --4* at Mwrii) u . c- XCTHM, Lnis. D. Xa CoaarA ai Mmsm*! U* Vm. XXTV. also. T braaiai. See Drim aad Dririag Liluw: Base Auidtat Catnn la a Paenry |Sr#*amX XV:1J, 1*. , -- litAfeaa: Cefer Pyaaofeto ia Tadafery (Tamdrf. II- the hirtiiaaiUnliw Sun BaOBac (Irani Sm!,iJdti*i aad Safety (Srtartd. 3CS1V:S2-J Ummek, X Fa Can at Haobaa and KaaSTaU Aodrata. VTII:ll-W. LiaJ, C, S., JrA Sr/rty Fanan lataiiad caMnhaa- tuJ aad Misaa) Mafemb Haadlnc, XXiU:t-7. AI. I,- Coaeai at Acodaat .Htuki .ia the Soapyiaf al Vanalt trhh hnfeWjdatM " the DunUtiM at the Homtadfe. 3004244. 1 ntdlay aad Uiloafec. St* Hiafiif UiurfiL Lacaiac; Tha ParmaTa HamaWWrty far Safety Waadt Opantioat (XrraaaL 3CVU:17-1S hfnfictl Sorter tar Jaalatai Lm' Ratal Table Kit*4ia. SCVO^t. Piny* Way a Carry aa Aaa. Ratal naa. 3CVE1. 21-21 Rain PnfcAitlac ib Ua d Knead Tabic Diarowna. XVXL 21. left KOam al Pa*aoA JUaad Table Pirtan, xvnai. Safety ia fettWn latm <0**feA XXV:19^2 TW Safety fetUn al 1 malar * - *-- -------- i I/dnrA XXVM-9*. Safety Prenana far Leiac Cre*V Kmad Table Daettma. XVHJ2. Sena Awnirla n A_____ _______ Op--e-r-a--i-i_"_i__(B__a_a_r_a_a_). ,XVn:I>-20. xvnaz.Weod Haak Safety. Kenl TaMe Danaiet, libr'i RcanoaaftdCty ia a Safety Precran (Sia- Ml 30011:7-10 . _______ lTaiia--m'a Part ta aa Amfeat Rtnadea Pro PlSra^idferSw^a'tha' Railroad Safety Prosran rrfefeA XXI:19-20. Safety sat Labor MtuitarM Xduieu fWiaUer). Safety >a MaeWafeal Goa* Cariaf. Ayri^Cy1/. Cj "Operalie* Safety" (l>i#an), Salary Aifuraiim Tiapnniauit Threecb Maeayt neat Traimar (UraU aad RnranaA V:34-43 T-1 That* la No "IiredadMt Miainm** fGiKr/2. XV* MtCmwk, W. Xa Heatth Preentiea lit Rahhar UaeDaaaiJ?'Xa frinacma _ aa the Operapea at Or* Camera. SUJ :l 5-IS. _ MtHaatkEa/Dt. X. 3U Uitbdi tee Stria* Zyee fern Qmial ton 11:3940, Mttartrj. W. M~ bA TW Pleat af bdntUh Ife- ' non aad filiiii ial ia a Weed She* Safety MaddeTshea SaWa,% Aatanour* aad Machiae U-2S.^&S>. ( Dtd ro Malania* {Caiirrfl V:I0. Mapr, Iknaedi tfet ad IXant Pnairal tfWent ia a IhJowad Umm |d*iae. XVI . ------------- ----------- ------- in* Safety Material W -- tMnr'i Hone. Paaal Onnaiaa, 1X:5-C. Maiwiani Idwren. Spapaticn, UJI4A. u"*--------lunt at the Fafeahe Lnd (Or Treiafat Mnhadr k the Punlian ladattry. 3CVm:S4. WWn Shndd the Safaty Rayiaair Tit lata Sdaaaya.. neaol M/lrofe 047-49. UiuptMat Rtlitioa to Safety Sttewa. 1147-74. Maria* ladanret TW Antneaa McrWbi Maria* aad the Shrpbdildrec aad Ship Repair ladattry (Sd*> fret). 3011:32-39. CeaecGaard'a Fan ia Maria* Safety (SnitS). XSXSt 21-22. Ctoatrol al Anodre* Retard* la Ceastractimi aad Repair at Vtonfe iW Grow Lahre {DthtiO, 300:47-41. Ceaarml it Aoridaat Miaaida ia Shi* Rj*e* Work .tfrSsSiSSttnTuSr*-*"- r" Oratrsl a| Acnhtt Hamb id tW Scnpeiai cd Vpadi wkh PertJrelar Rtfmate la tb Dntlb m al tbt Nenuadfe (tipettl XIII:42-44, Fma Fadhtiad Abend Ship fjCWl 3011:12-14. k,,-- ^nlcel Pleat Phan* (Matataa), VU:JS-J)t {rare lb Ten Oty Piaatter-- Sdariaa PWna fRaTferf. Vp^-32; 3011 24-30. . ___far Chnnaroal Dritttt had Db> .. *. OC:t$-!4. SixnaUtnw at Taaartn SnaR Vtaana. Siaynka. XD'.ISU. Ua af Ffiwmiy CToyaant ee (W Balaam Beard. vSr'iteMidm Drire, lameat. PanW Pirwnre. 1X4-7. 911. =--w n^M. f liiln. Ptaaferan mad cmss-a-lSS?- C_,,-. ^ Rreair af Vanri* ia 4a Groat Late (DahtUl Conatd^ri^Auxkar Haastia ia Shaw Fewer Warfc with Panaealar Rmfrriemm ta Agferaimriee. fat aad ---= (TnarA 30IIH4-47. -7--a1:a7a4n-77t.ar ladnn (MrmfaeU. Bit Pittnrir* hbktauun Wire Ran* and Wire Rap* Slia* (Camel HItS.ll. 'TsrTSi.ik-SiriwsJr R23da,-&.EsSLr^Sir *** SoiHad' Cbw Ben a Fare* Three Uadre SptW Head*. Paaal Dinwwfaa, nQilf-H. Tripe* tW .Peach Oat J haw From Aaaidaafe TWwtk Maiaaaaaaaa (Rrydraj, JUX:10-I3. MUtetU. F. 3L- ConJon SunfeRb Verne Texadry Staadredt, XXH:1S-1R fil.aaawaal: Artfer Mae*.. WWW-feW. JWMR csSSf(2r,c23j^a fSyarrvrj, D:4S4f. ___________ ____ _________ _ ._ the Opmtfaa af Ora Carritra fiferOeawld). 300:15-1*. ninaiiua of Arrifiati hntiir w tha Operatioa .af TnWi fJerfeJ. 30n:7-ll. D.^L^Mttddtl Maitt aad Safety (Cama), 3011i Maria* Stnat: Aaaaal Riant at Gnaal (Xtinua (XerEaUl Xm:22-2J.^^ Cbanal Rfeni BteaUan. 3011:2922. Met Tiaaoa aritb CWnh-al Seette. Xlil ^4-31, Jorat Vn'ia with Prepaibr Osh, hn af ChicayO: Mfeatn. XTfr:!M. 0*1111. XUIJ4. TW Pereare al tW Maria* Stctiaa (XemitiSl 3011:32. SMp Operatort Oar. X1TI:M4. ShfehaOdar* Pay. X31l:494S. Uarraai, X. FA rdm. aad Safetyerapba. 045-97. Material Haodmt Stniea. 11:7544, MattUme. in: Ko* Cam Wa Oat Whet W* Nnd Va We Nnf h? X:tS-t9. hint hdiii Indanry: Aeadret Raoerfe and Aaaly- a* la the Meat Pac&iat. Tnaiav tad Laoihw ladaiaiiu. Paaal IXnidga, XTV:S-14. Piantn al tW Shis Pea ta Feade (Xelet). 30:99 Safety aad Labor Manaiinial Ratalien fraMerl Mast rachias. Taaana aad Latter lalanrka S*< tiea: Mieatn. 30v:S-t9. Ofetaro. 30V:S. Mnahertbip S*rrbe* Sanies. TT:S7-9t. Mtioiatib EaubGilrecati: Iadartritl Rowat Trete ia Mtrcamta* CataMiahaMau (ZfetewnKL 11:75-79. Mnml Cfeaaia*. See PUtiacMetal ladanriwi Aaidreully Spetkisp--Are Rentlet? Drocmmiow. XY-JO-43. Aailrew Rena Aondaat' Casan (Sbaaril), 3CV: tS-lf. Castml af Soittat Raperere* (Straael Vi!7-22. rVianimiaiigt Aa aa Aid ta Safety Traiate a*d laat/anio* fSrolJ, 3CV:2l-23. b I. j .i tM 48 35th National Safety Congress, 1947 tagfayre^AmpntM *1 Safety Pro*re (MyrrjJ, HagtUiax Uiiviit ta Hoary lada.uy fCneeerrr). Hew ch* Fmat Liar Sqatiur $Md Cwry Owt Hit Safety RrePfioaibiEty (Feith XV:7-T Maul Oeanjec WamJ. V:l3-t7, MlUia^ Mtt&i Acrifeac, Panel ESremaioo. XI; Rulitbc flyffea* Prana-- (Xrvaeairrj) XV:lMt. Reeofnitio* aad CnMl of Fim aad Da (Cjt~p). Vif-t3. Scare^th* fiwtrtt, Quaita tad Aaatn Testa Uttd ia Hbiag Metal Trade ^tmixa TItfaiut UfeihNXo X"rImll.deobfa Wmvi'' (GilKeth XV; mat thr Medical OavtaMt Cea Da la AreJrt k the Prmttitt of Atridtaia (Meaaellh XV;2J-27. Sea aloe Fesei fwa. Mauls Wtkar Muatre. XV;L-4S. OC--e. XV:SA HOUt. C. S-- Ptawgt Safety *a the Rare* the PUo* &fen Tahreo8. rV:l*-!J. ta Mraiac led--/? Himw el Cfeal Dm* HsteM la AatWadfe Miin. (Cirtr"l vni:l>- Accident Tread* AdGtnrerauataZtCaardiftDlLfeaYdTnIaI:ta*p-r4e7.a TTh&Ve jA.d)dreraaatitiaiafaews at)nutdfeDDyfa.in.aidddrmmMatuj iha aa( Safety Wm DPifaeraedd (E*jt)rXVlt Aa AuItm at 100 Fatal Shaft aed Hoiatisf Aotdcui fctitth XVTtJ*-41. TM.CcatnS* iCac IXuaur MnfaeyJ. VUI-.ZZS7. Co*trot of Coal Dost ia the Oprentaese e# the Ta- -- Chat, In* aad Raifeead Cc--qey (Crryh CVmm:Z!0R-2uJ.lifi aad Roof-Fall Aofeau (Lrmervlh vm-jt-M, Eart Malartic Mine Fire (UlaaUinei. tapnmrewte la the Deafen alt Minion >*--*' -- to lareeaae Safety CBwUp), VHtsM-l). Irepror--eau ta the Dcafa d hGmhEi 1Marhrarry le Increase Safety tWiIreeA Vra47-j3. Iwati|^ ad Tretelec Nre Batlim ia Safety Meek, Dr. -X. i, / PrtTteriere tatttF m Related " *Fo' otball Htjan, ! SMS*. V.1J-I7. MerBryB, SaH.-au[iJf<CSVarirfrcoSreEiada UthtieaaOrWe taadSctchtoool the la5y--, XVU34%tt. Mterra, X. D Xidiiin Safety Mcuvw la aa .. Atreefe Don Float, 1141-27. _ Sfetne, I. 04 rmttMt t Aaidn'S a^ Fare * Cam aad Plwniire Vwatfc, XIXI;12.|S, Mecfea PSctwre. See Vfeuf Edreatjea. Merer Vffarfe Tudeirii: Xtotaitiw aad Centre) d _ed Dm Tir.iin V;7-IJ. Safety Merer VVaehicdlfee*: A..O-----r--e---l-*- ...feftwu A* Tu WWeak- h juitj^jaavgtsi The tt> Pared Dir . XXIV: 0041. Track Aeridaati re (DanU,). Severn Track Rootle* at a 1 IreaB Concrete UWh Flan wa^&yNSi Dima* Testa Shot* fMeyrrf, EX;!S-U; elre n XXtVdfeAl aad XXVSl: 4M1. See alre Drnm aad Duriap: Mia; TttSr. Meedd. D. T. and Jfeorera. t. Cj Safety Ftrftm- ww jareiu*L*i TWae*k Miit|retat Treaarec. Meyer, f. Tj lajory Ererriiere to the (*aret aad Qaanv ladaetrire ia IM. VT;F-. Mayrr. X. J4 What the IM7 Wrerer Dmiac Taeu xSxhMvm. -E.tXw:lif,eI: alas ia XXIV 40AI aad Umdtt. X. Wj Ttmmc >fiahefe la tM UnfrZFY. ^Toie' Tttm PrereoUrt Uaiat OTjI1.II, Dj Selaay aa Kalitad xv-xr-st i at Safety f* N 'Stfr --Orsaretaoea (Berth XVI: 17-lt. L__a_k_e__S__e_p_r_e_fa_*__M__i_r_e_ < Safety C eoaril Wittay aad Growth (TnrtraO}, XVl:l$-t.. The Lafer Sopener VCaea Safety Ceeaut Sarereary fCvil. XVUi9JO. The Mwita d Ffftwacy aad Seteihy Rate* (Jamn). XVI:15-M. Uia* Acodeat Fnraim Eiacati-- (Xfer**). XV7:4)-47. Onriud Pretectioe d fltcuit Ctnaio Oelepi aad (SmrHth VCE1:3V-M, Pccmbea of hcaBum frere TsBa- cd Rsel la MadxaeU MjbJbc (Dfeadafetj. Fijifetreal Aapacta ad Aeddcat ftnutiw (Sit- mmx vm.4-u. Safety Dcricre rad Method* tired la Mleea el tfe Lake Sepcner Dtatricz /Streoyewfl. XVT;HU1, Safery Ptae d Pfeticl 29. United Mhte Worker* ef _______,,.mnh VHXstS-14, Soete Ovtrtandrec Safety lUretde EataUitlod ia the Ceal, MctaL aad HowMctaQfe Miaiii lodeitriea (Warvk*h XVIOfell. " Ajgdied re Safety fFerxfeA VOT^IS-IS. 1 Powered Eqaiyeiiar fa aa Under- __________ reoiree Mire Mmtuh XVI-7-9, Miaret Saesiea: Miaare, XVI:S-47. Ofan. XVl:$-fe WukeU. W. Ij Am Ei-Fnedol Krvlctn a Tweaty Year Safety Pivtrare. XX:7-10 Marl. Dr. C, J~ Pumuea of fireia lair MortiTity aa Related re Football Rtm, XXVOT J-d4- . Dr. f, Ij Prrrentire o( few ' ' " ' Related to football Flayer*. I National .Beard ad Fire gafeiaiiiei: CwIjmi ef Oreagjretiere taurreled ta Safety Edaratiea. XXVin It-'H. Natioael CMohre* oa Safer* gdaraina: Ouafwn l~"~l ~ Snare**"! PoCoea aad * tar the Aemow aad Urn mt ` ' *-r few High VPrirua feutroonre (JktrtnmKrh XXVm.10-11, Nauanal Oat-- re Here* Safety: Why a N^oaal Cudaen ea Bare* Safaty? ffrellAJ. XXVII: Namaal TreAar.; Creio National Cevadl'e^~ChW Srew Seferef OHren; Cm Cnre ad Oranaiaatjare laaaretred re Safety Eda- retire. XXVlll.9fe National Dmw EdwjCea aad TVninana Ctoeareittea; Dtiitr Fdaretiea t |' Piajanali (Wcyiiart). *-10. Jeiat Swaare with Ccaerearrial VAidt and Ttilr betsti, IXtlfelf; alre la XOVdMI aad XXVTTT*2-re, National Safety Cluuail; lared of Dfenaan. I:S-10 Caafetan d Orreaiareiare laaawhd re Safety Edacatare. XXVin^feff. tarermad la Safety Edocreire. StYfflAfeW. . Ceoonl Hm aad Stlreyrere*" Pdwtw-0. n^t-*7. Cnworil *- r Sreerere tfihareal CA7-9. Inplar Key Paonfe tad-- by Che ad Maitinn '------- *--* OdMt. a. DdMI, M?r!T.tarere MreVniihip Mareriala (Srotfyf. H, Spre'iM IRreaaikt re Mreharthio Scrriew (Selra- rtrm), H -.S7. _ Tha Pmaiare ad ram Safety Work (Mtiekim*), xmA Soparnaery Truaiai for Anridant Pferretiea--Cetre- _T<iiantaAuid, *I(*C>r7tj.feX nn\Jn. The Ure el CbeerB Ihaei ie Yawr Safety P*t> -- New freijpo*! Sac Fei we; Tramia^. Hmcdblaa: Liofeia* the JMildir- '* ^ 4rffc-" Stfety _ Wiiiow Odd*; Toaferty of__________ _ .. Oparetfere (CartrapL V:S, fttaiet. Dr. X.G4 Vumui Hy*fear Aiaacti of oar ladowiUl Health Frapw, Xn-1447, ................t( aa ledum*! Patfere* Statea TMar * * - l^f..Xn^7-U Iavidaala aad HWiii a ____ ladretrid Nam. Syrepre fee. xn:l*-r.. lawodretery Reatarb* at Iidiarid Narrea Seetaaa (Utdkrh 301A, _ lfiatal Hmat Aapana ol aa Tadiimal Hreltb Prearare (fUriri). XU-.US7. The Naraen. *XaJaJd:1t7h,e ledaioitl Hyyiree Sorrry. Syre* TW Nona aa a Wci.an to a 'npieiiiir- Haarrop. Sywotma. UI:H.IS. Stmat Ofen fer tbe Indetuial Nnw, Smaaaa, XU: 17-It. Ta Whore Shonld the Chart* Nam he Ataitiitfa. tmfy Raapeeaibfe! Srapodiua. XII :9. *--Valo-ir-r &(sKrSrtJ'. '.Xn jt-,_ VaToa"e? Variore Sectfea* ei the NaUeui Safety Creed! re tfe ladnalrial Nano (]tka/ea). XII; Vtarere1 Dferear Chatn! Itdtwy ffriaawyA XU;IS4I. Whet dew Ht-iiiT-in Leah far la Harrec a l S*X9S5^TM Name Stadre, See ladmial Naniat Settire, Ofendall. W. #4 purtaifeo ad Acofeeu boa* fdi el Keel in Mark*fifed Mmfee. VXUJA-M. 0rCae*C, H. 84 TW ChapareeT Acridrata* XtS-T, OSaf:WHcafererj*. Hxavrmed:l*r-elfeM. icrm el Penile-- Predoeu aarutiee; Cecwdiaatfec (fam) Safety ESert* tXrwrtn*). XXn MZl. --- and Adiaiwwrarinf a Ceardiaared Safety (Lr CW*A 11:71.74. . ... Acceptance of Safety Prepare fMym). xvjryo. (U*eA,Jtl'XX:7~iar'n*r T*" The few iaa*a Rrepooaabilky far Safety la Wredt _ . -- fXrraeeA XVRtlT-IS. fwadareeatafe of a Good Safety Praanre. Qoawfeo tad Arewer Piarere. VOMfe The Poadtieretife of a Safety Trataiay PureM (BitAtrmrrh XX:2!-27. rx 49 M(aDiartaRioeiaarceirr).lotTarle;5aKI.S7a, t the Prodoctfea twrel The Madicnl Uaa'i Ckaliaapare Acodant Picicn- 600 Prosrnre (ffferetei XXX:I$.|7, Navy Safety Prepare /SanadmJ. 11:11. (kiuhiai aad Carry-m* Oa Safety Work a* Ra> latad ta New-Traie Acddraa. Pared ZTiacnufe*. XXI:J4-JS, Onr Salcty Prepare and Ohjectir** (Sadsrith ll:4MI. TW Place ef Eatiaaretap. Edecatioa. tad Enforcerent In a^Woed SbepSaltty Procure (UtSnUyh Safety ia Soothers .1 oarfec fffeoiaaj. XXV:t*-22. TYjiZ,r'Wm-i,v-*~ T"' * SaW rratmwm fer_to**ia* Crrwt. Round TaW* Dacwua*. XVU^Z. Sow Approachq ta Aeddrnt Prmatfes ia Wood* Oprentreaa (ffmnh XVIX:IS40. Palao. W. X: Tribal* by ladeftria! Noniap Sctiaa. XU A Paiet; Paint oa Lower Ptaaa* ef Lk Inch a* Wame^Jaref Piareiaioe. XXVilf, Perewarlla, Niels The Pine* of the Stadeet ia the ftotaa ef She* Safety. XXVU1:IJ-1S. . Paper Iodamy: Acddeat Piure. Sutiachs ia a Paper Mill Umteaitmj. 11:101. 102-101. Aaphalt Hazreda. Syareoirere, XVT7:11-14, Swf Maaefedtonap Harerd*. Syrepoatere. XVH: 10-12. Ca1c4ao-l*feAlaaefectacian Hawrda- Sy--miare, XVTI: Cfeaaiac Hykayaiprei. Konad Tabic Dinnee, jcvn J4. Cofer oa Paper Madiiae*. Reoad Table Diaceareee, DomStfe fawre tW Ure ef Adhearrae, Reead Table D^rereifw^^R^d Table Dtamdea. XV1T:ZJ. Dsuct DiWca oa Camerre Wihdret. Koaad Tthla Dinwam, XVII -J*. TW Fearfe) er OmAWWare POgwObtefere* Ere. plofre. Rosed Table rcnLaa Beard iata Ct ^ " ~ ` - Tebfe _Dia--iea. XVti:27. ThOepwFdoeraeau('Xi erJaUasmpfo, odXhVailtty:t7fa-Irt.SS afety ia Weoda ^or KmadTahfe Dfecaaafew. XVU4&47. P-- PaHlaa fU. Werkfmc oa Eferakaf Eredp. reL Ranad TaU* Dianuarea. XVntW. 5wsasr Tdfc- r WI"*r- Tahfe Diana. Table 1____t*__d__C_ hferbre W ftp* Plaau. Rooad HtuatrnrthhuRhelaxtevdnit_-iaP. _aper Pialakaap Oparatiooa PaD--jafcsCreafeemam. auXytVti laIraJedt!-P27a--p. a Procfect*. Rmi Tahfe Paper Machine* and YMfaUoc. Rsread Table Docsa- reea XYU-SfeM. Frreibm Wheo CWepiare Sana oa We Chip--, Reead Table DfemSmT XVII43. Fimatitf Kara* Wire Wctap Paper Pradreu. Kmnd Tahfe Dianaare*. XVH47. FRiretiM Eye lajenea bore Beard aad Sreel f>B` Ronad Tstd* Diararerea. XVU47PretectcoJt the Snap Safer Crew. Tread Tahfe Die- cuaioa. XVH:27, 35th National Safety Congress, 1937 Timmlioo of Mn Worlds# Power Kqdtaau KRnoionral cdTabthlee O19iK44W4?Mif.inXrVUuJnSi . Polp Aaadeat SjEltxtpreriDencctehm(traImn*LCXwVmII ;?V-S.!i4m. Kbi4 Table SOS>ucun4MIWn.JxwvsiniJs4.Papn Preaocts Lfisnlartsna#. SlSippnepryoiiiuoi4, XOVJHy:1T0f-a1o7r.r Paper MiBa. Rod fibW DVoerao*. XVII Slitter Kaife Gurif XmuI Table DimuMa. ScxrewvnAnm, wb* to Accident PrcTCratfaa fa Wood* TaOhinaartMFourtfa(afitaSjeHbe)t,aoXoVr TIr1o;*1*I4R0.iUtr fnu RoEU Wk Rooafa*. Xmi4 Table Disroiriea. XYU:U. Tefaicepia# of Rotla mm Wfader Shalt*. Roasd Table ThKrtsdaiacM.faXr VR77o.w-2ia4d. er, Koosd Table tAscwMOw. TtXwVIoI ;f24A-2r5o.drat laroatifatfa*. Rosad Table Die* Tr(aMcktoRte,roXlaVtfIaIaI.SR. oad TeWr Oieuiio*, XVT1-Z6. Wat'iaf u4 LiaiiiliM SptHnw, XVIJ; W124-JJY.ard. 4 Psfa UnU. Reran! Table Dwct. Wweoernk. XaVdtttaain Operatie*a. Xoeid Table Ka raWt XVtljfrW. So slrra Lean**. Papa Skim. See Polo ud Paper Seoiee. _____ P#de*triaa*i Fedotiin Safety. Paid DweMt. JQdVj iUff. Pirtklmr Acid - Hood* lee lie Pei'ie Off 4 Per chloric And. Paad DkaaM. Vtt.lS-19. Pen&femctbytco*: Cl*a'*# Mertli Wrtb Jdmu PerlsUomdmaTwoj).oVn::I4TW Acfadot Pm* JUlbwsd EmpJiw. pad Dimoae. XJ7;)7. Btha*-- ae Famr an lalnoial Awibeu (f*. lrm*rm), XI-49-IM. TV* Cnd mt twir Acta (Fmrt, VT:9-tl, TV Dnntee u4 Timm d FWntfal Itsilne lliha. C/tiunf. ."rXVm^U-4* TV Portal ar Oar Anh'tiaei Paper llida* Z dupe- *iwd Talfc Pucio'Hl XVII'-Xl, rmiac tW Eeoiar'r awtkt K*H Jab by (V Uee mt PUiraon Tm fFfcrbe). XX:). Roe Cam We On WV* We Mod Who We Ilead JkItFM(iMHmrtdKrMnrl AX:oI4m-19,d m Jsdoeerial Tfeahh Pi uovara (Pencil- XII-24-37. TV PtraWo.. a( ledaratwl rntUeoy i Hrr-rae. SynoW XTMJ-U. PmSiMrar and PifMMal Puulau fa Jab Pltonml (Weiicr), Tt:}IO-UI. PirHeihtiol aad Hnn Relate* ae* <pim af Ac* <4nrt Pn Uilei fCeCtn). XX-.HMJ. PiTtWwW Aspen* of Attitet Fn iratiaa |8n -m--m--m'). vVmU*a*.-i!i!.; tl-e Rrcojfrp|.^ JUiXd'lA TV Nr* Eiapiarea'a lauodocifao to Safety fCarprrJ. New Hina fFaojfa*1,11: I .. F. ^__rc__h_la_u_ tc a>>4 . rr.iiridr!a;diw>mwal. ";B,'UJ--'a * Jab ftsnneat (WAS*). H-llO-lll. Pmkdi^d^ Aciwct* of Airiifaat Pratoiuee fSJe- Pfptbotocr Yea Cea Un (RmicmjuiJ, XxJX:4-J6. Seltctut aod TriisiK ! Kmr Track Cyum fZulfawiri), TI:7f, 79. Valoea of Job Plaoasot ia Aedbel Goerarol IlflOklO*. See aba Tnitlip Pettoleva ladartey* Caetaiaer Rilatloo U Acddrat Frevealiea (Wttfr). XV1H:14-I4 Health aad ArriSrtit Pnlihni ta tbt Marfwa R*. lor (ffalordj. XVm:ll-14. TV Vlatp IWm, Uiwae Teal a! Meat--nt UadinabL, JCVUlt*-*. T3TVuf HI** ** *** Ja*M,'r* tUmdgti, World War team AptTrad ta Sadattcial lajwiae rXrKpA'XVIQ.-VlI. Hmlto Saesiad-. Mlaato. XVm.-4-lt Oficen. XVHE4. ,, Pbeaol: Health Haaard* af Pboal (t^ymri). XVTH. PVepVnu: Seta Stoapc ad fWika i tV 1 ikav tan. Paaal Dinaaioa, VII ^2. PVaicrt Dalaett, Saa RabahSkatiaa. Plrgd EdaoSaaf Xepart aa PbjeloaJ glamlaa aad Plajrxraaad Safrtr (ftaoimo Mncif mt SeVal Salery Coaitv). XXVIU.IOR SVaU AeueitV Wbkb An ValaaUr fee Pbyral Qeiiipwlet Be DkiuM BataMr TWr An IV taattatfp Daaptniaif ffVierl. XXVUlrkkSS. Whet Treat al Sartaoaa hr TVjanl Elntat ad B^Arj^Un Saiidanary? Pud DWaaaaa. Sea alaa Sparta.' rhrocal friaianieai CiMiat ml Sdn JMgrmttk Vai. < _ __ Pn-CarblaeaC aad Mrdr Hfaul Cjmcui . Qpaao-- ad Ammo Proraea VOS-ll. .Trane a PlmacaJ graam-- Pkapreea. aa Ala gZTx**?11^jajaeaatioaa A lada eVpIeyaaa. Sfafnaa XQ4A It. Whet tV Mafal PrairfaaC Cm IV n Am la , tV.Prr^ttlaa pfJTyijlaMi f>i-aarj. JCVJ4J1 __ lte& SarlryJ., There 1* Ho TiialariWi 9-11. UtAntnffa* aad wSTuS'aS*1ifaS r-. Xxnr^SR lV^l(Cm aad Un al Pbriirai fRirpand^ m;R. PUtVcf Maul Cbaao* QIVanlt_y-IMT. ^ Salenp Penoaaal i BaVeiar ** a PacMr T&S " *w W.W.O.U. hSS Maa fT--XXI: 14. 16-JI. , Un1* Re (aoWig > fwi xxm:7.ta _ _ . ,. . TV M"e^d^k-aTl fMSaVa*yllCrrVJi.lraXrDCaaflSl-U17d.ltaf What Trpae of SnCaeo far Pl)eul Cdaeatiaa im Pin Are Um liiidiuapl Paaal Pacadta XXVtir:S2.Sf. Playe: Aolaat Orta it Rriniaa w Puiiaiiaa QmuSyfeiaat. X`JJ-11. TV larfaaaa ff Safatp la Jab PlaaoaC (Thnr 3bka> (WaVfaacX X:7-14. M* Salary Thlip a Kate Aon. XXVAI. Patral Work, rani EVc--M. XXJV.I4-15 TV He* Rad PnrbW Paaal DUdMaiaa, XXIV: Ibi^Chaliaf af tnlt Violatiaat. Paad Kreoa XXlVttt. Pabtic UtUitrca: Acddtac Prose Sutirtie* ia a Gai Li|bt Coapur Umrtrmtem), 11101. 102-104. Aa Ec-Prtalden( Rmm a Tircanr Year Safety IVocaea fMUtftUU 3CX;7-tO. , i CfacraW Ptnlliii d Hiifaifi. Pud --2V.-I7. ^--___ ___ Speed CbatraL Panel Pucnwana. P^S^IfaSwanTitv la Trm* Oort Caao. Pud Unfat. X3aV^S4Q. Mo Tnfaia< far TnBc D>tp. Paad Piartai. XXTV:7J-74, _____ IWa Vahada Maifaapa Pwd Dfacaauaa. XXIV.- TVBdMMaa u Trafae Ear--w. Paad pfaewiaa. Spod CTialm fa TnS< tahoncM. Paad DL* naafaa. XXTV.16.11. Tefchafaro W^TnJk^VuUtor AppreVaaioa. Paaal fa iiw r tlarn lanil PdfaOy SiOia; Jeli lArtC CTVHWo" Piinh at: Mata! Ocaaiaff fifaea/r*. V:U. Rcgrablaa .cad CaoUol mt Oaac fno fad&O^ d^Vadiaa Sana--'TW ESm V- .............................. X0J7-S1^ .. .-94-95. tfa el Saia Paad DbnMfaa. DC:1. Saa aba BaUrtra Beard*: Van*) gdacttiaa. Panff <* ff - TTaihtaiaffai aad Taffseacfap Baa Miw. VTrll-IX. _____ Ifaara rn* factlea; Wotee. X1X^4<. Ofacov X1X?C Pew Pm i in; Gaardr tar tW Caohfaafao Hamhfaa and Pacaafar Operstio Pm iyowaiia, XIX; 1U1. Uaiaaiaaawi ml Proa Brake Baba. Si-ailm. XXX:14. TV Ifadfaal Um't CVOeapa ta Atnefanc Ifarata- uan Papo OrtraaftWA 3CPEi-17. ____ Padal Cfaaad* far PVcb Pnana. Sypodan XIXtIS. bra Proa fluniii Uiitimnx (IlmmltrlL .UilMl rS% m;lU4. Fendaiontela mt a SefeCr Traiai CMerl, XX-J1-27. How *a Israeli(ata aa Aeeideat IflatirteaJ, XX: 30-J2. Haw is MiV SaSety Maatiaca Qi^ fired), XX: 27-10. Peji leiloawit aad Haaua Rdauoo* Apmi of Acddoi Pintatiaa (CmtUr). 3CX:t0-tI. PahSc UtiEtaa* Secti--: Motfttt, 70C:J-J2, nou.. XX.-54. PaWey- Almwiar Sana Lrvea (SttrBmt). 1 J04(. Critical (hlsitm af Satrty Staau sad Paaton* (ialmnl, XXVin A4-47. Haeo Seiery fa tV Wladew (Bmr----How Haoa Ewnnaiiti fa Bans*** C-. o Heaee Safacy Propraea fC*aiyte//J. XXVII;lb-19. laJcniac tV Psbbc mt tV Tra&r Eaforcwaeat Pntnat Paaal famwa, XXIV'.91-94. LiV Accfauata Mart Radio An fa (V Hm* IMmrti. XXVlUf-7. _ __ Tep.a9k, WkaT Lsehr"--Wan t Lack (Bmii}. XXVU -. TV Nrnmtr as a Dcacrrcat af Title Violsticaa (rmmml S0V:J4-H. PahVity Urad by Wiaan mt tV Natfaul TnOc Saloy Coataec. Paaal pilot.fan. XXIV:4*-J1. So alao Miiauiailt IsInset; Feeten; viaoal Edo- Pfa"faPrar Sworn-. Miaow*. XYtI:S-. Oftcoy. XVII :J-4. Poach Prima. See Power Ptiaaat. Rett. trig. Gem. t>. I~i Reauneb aad Dmlofid ml JUtnH fa fa* Aw Pom, tOUS-IA. Qoany bdaary: Aecidarac Prieisiioa Throaph flaooed . EffortjrmrX VI:.II. _ larory Frperieore is tV Ctraret aod Qosery Irafao- wka fa 1944 (Mejni, VI;S-S. TV Hew Caffaw'a lairodaciioo to SeFery (Gmifer), VI llkti. Uodmtaodia* aad lalaearimi Haaiaa Babatfar CPawrlQ. VI:t 1-12, Qosery Sacdoa. ffeo Cinar aad Qoany Sactlon. T " l tV Poach Oot ml Poach Pro** Amdiati. JmfndpaifoIhaf.aXhRddn-nISfa.. f+rntn. fmlt* T. MJ -SafatMoo. Prt**W-- aad Other Dfanroea.' XXIViJMS. _ , ,, , trim. Dm. M. Ds SVold Acbokmo Which An Valo- They An Pamtieily Piipwei = n3oaoen: lbou'e'ini leiiraa M the JfafaMrtk Marfa* fatfa. XHI;)2-42. Prjihefaiy. ^5e* Par**--I Fean PiytWdrrr YfiCuUh Seoaena. XXEC;M&. Pshfic Sairty: ,At tV-Cty LerWVPnfaJ. XXIV^-lft. Ac tV Sufa Lcrvl tCmttS. XXIVdLS. CWrdfaaiM tV Tmhire lespwt Pnmaao. Pud Piacooioo. XXIV^9-1(K. . Ibo We DM U. Farad Ptereidaa. XXtVdhll. --' of Ufa** Canpaif (tout, XXlrlO-IZ. -r------------ hr Moo* of Radar, Mad PiKpariaa. XXIV:14-17. If. Rfaitioe Safety TiTiaeona fa aa Aioir _ craeroy Pleat (Mmetmm). n 21-J7 Bala; Ida Amdrata Mew kadaa An ia Hiaa OSmiK XXVHfa-7. WleUta'a Uee of tV Hide fa TfaSc Safety Prana V Paaal Pfaroeoiaa. XXTV:47. 51. So also Pollfairy. Rsthaad Sertfaa: Aeaeoil Repert al Ooent Clwon (iistid. xnsM. GsMfa- Mray- Ifafa, AWA.K. fir<#-sA xxii____ MIBotes, XXI;f-J9. Offon. XXI:M, Xyart af Caatert Cuntaitlee (Lt FrmmtAu), XXt: Vtff. Report af Hfahway-JUilnad Creuiei Canauna* tOuk XXI:1(M2. Rryart V )lraikriki| tiaaaVi (Lmmtt, XX2:IR Depart of Secretary aad New* Letter Editor fAd- * n**L XXI ____ R*0art of Statidea* Caaaniiaar tCmmmt, XQ: 14. tl. 52 35th National Safety Congress, 1947 Ktpcrt of Vfeoal Edocotto* Commitem tfTeryrrJ. jtoS;'*A*t4ti`,rMimtt S8wMiWdWa (XmnmAX - a3u ' nGm^ti.a,i QOi mt Cmar*. Pud Dw--, Casuhfeei*Ewfommoo Dmy Ebmioeriu mt Ea from Tank* > Wmmr. rami Comoor*"*'** fmikt Sutiw. Puif Dk--wi. XXIt34. _ HaoSfc Drurod Limhf a Railroad*. P4 Dm hSS?*rJS^Hx^1ox Mu fM XXI :14. Ralm: Dtadtdia* lor VwUuoo d Safety RW. Paad DiawaM. 3Qs2S-24,_ ,, ,, ... Safety Rata* lor Puorr Track Operate** (Ztmlkmiltt), Raawayii ^Bridp or Trackl^e Plata* far Ua itk i (ZkttroiiiJ. 12:77. S UmkUp Pncrim lor Motor Car Pud Ssi** ***** C"f Dw' N,,r,^>^'^a9-13: Pu4 Du- doM, XX1:34*39. ^ v ,___ __ took. of lmpi? &* Ou toW "-item AuthK. nad DuluMi XXI .24. rnJifcM of Chiu* lor Mi lajwnaa. P*d Dweu- PittCtaem^ol^tM Emdeym .Worfcin* Uodor a Ra3- m4 Car. Pud Piiuuio. XXI\2ZSt. SafetT fer pnmrm ia THa< Water. Paul Due*** S^f^rS2a?7i?'Ounui Waroiox. P*d Di*o- TwSi^S/toii la Yard Limit*. Paorf Dm** Tnd'Aaduul tni* Soria Accidents (WtiU), OTilMli Paul Kxiiaw, XX1:*. Tnca d Goutfee tar Railroad Wi. Pd Kwo *jm. XXI:J9 JUtwmjum. W. S- Opaaiac Rouarka a Todamrial Err *,,"/! rfifo* m Main Safety Matian Click. jur SJ^5Er~- SSaaffeettyy liudttaueBtiiMw !Stauu. D:l 19*127. . Safety Ifrnuw. Ha* tfe Sa/rty Elat t i|pi Siac* tko War! (South! JUUltlWJ. Valaaa ia tkt Safety Maroamt Owkufaj. 107. Safely UtTtam-luai; At.tkr Staia Lard (Gmtn). XXTV^-t. .. , CsordiHUM Safety ESana (Jrmttrmmi). XXVI: M.tw r... u^wH xxvi: 14-11 $atr-Oty RaUtiooakip* fXwfl. XXIV:J0-12. State Rctalatm d ladaamd Safety ud Haafek _JJIWr! H:49.S0. TW feate'a Piwt k ww-at Safety Mwtau U. S. Ooraraawat; Airfioe Safety aad tko Caagwea a< tW Darted Suteo (Btadu), CoatnbolMa U Farm Safety by tW U. >. Depart* --mt Aarkdcma (Pitai! XXVltlUJ, ~ urt om Sareay d Farm AcddmU Rcbab&Uiioa: lUkabmtatiM 'Ikroad* ***** * Vaimd RAiliilitirrn SymMmwm, X3J:I1- W>t_ Cal Tlu Hiafcipidt fCrimddp. 12:123fcamb: Rowan* aad DuApoot of Ahtnh ia ________ _______ d feikaii Teat Bramy (Kitla). lifer Scuu: Critul UtiOaodoo d Salecy Scaau udiWniM UmdetmimL XXVm^OM'fe'.* Sciaaofeixac Safety la Local Operation (Fn|l! * XI ^-12. * ,_ fefeWy, X. C-* TW Hfefe Caat of Ummfc XI: Sssz'i&sriJs s&rv2srs XI: 19-20. Sar ajm Canteen. . Khm, Sar Cnmtiat.hria Atari. 7dcr X. I.` Apprapnate Ftac* u4 Penakw*. XJQVwli. JUdrrtt < VWt tW Amrriraa Standard* Auerli- txm Textile Code Win Max* to Yonr Prow. XXni:12-ld. P. >, Report mt Sacratary aad Nm Uar KmB^SZ'LJ? Untnbfe Ci^nnih. Rape PhwmIw Idaiaaaauaao WWc Roy* aod Wire *JSZ?T?3dg?iL C.- U-. XXIX: 4-16. Jtabbm Iidwr: C. I r Vmda-dr Vrnme Toeidty Standard* tmoBrttrL XCT:ML. Ha* tW Safety Mart t.igil Sanaa tk War? fSmante. XXOilS-i*. .. . , ... Bmk* r- ' io tte Will ir Tndawiy fdfrCar* mfeij, XXH:I94. ___ Hexkk Pieemrian an tW Rakkar T.kemry (VBauX XXH^U4. tWRnkM Sumy la tW Rakktr filmy {Uod.Jt xxnJMt. My But Selmy Ida Dni ik Lm Trdit llio>i (fattrj_ xxn-ii. My Bmt Safety Mu Dmfc tka Lmt Tdw Hull rrMkx xxnrit-ix. ____ Sdkr k Mutimul Gcod* Cdw flaw) 3001? --^iid Take Conag fTidwtatoL XXU*-*. ___r kM: If. . XXM-J44. oim. xrn^. Saa*imtlat: CWoal d Dorn Fijinaatr (ram Saad* Kaadrtf. P. jTbimna [ OliitiHa ea Safety Cdaca* Soadr. /. Wj TkTSSu~WXXrVTIe31Vd7i-a4'9i.W Rabber ladnrry. XEDflMt. SuM L JLs TW Amdtaa MwAut Macae and riW^kipWir t aad Sap Repair ladwtry. XIH: Saaitetiaat RaaSaic- Hymeae hictim (felwdai! XV:IS*19. Smite. Dr. C. Fj PnBmfaaT Repart ea Stttif d Farm JUakaa. X3CY1US-29. _ Smmtm. C*t )L X_t llaaoal Rudd Pnkfema. n:7i2. |SS: Vw tlu mt ScOmUi IBerqurJ). m-X Dear*. Paul Diuaaaim. XXVUl'J*-27, J9. Raupa ItoSTfeSraen fer Vkod*. Pnd Dfacu* mm. XXVmdS. Report of Sdiaoi Plut Safety Caathm fDamoo* laain Maetaac d Sdmol Safety Coumhtea)^ xxvm:ios*if. Skill Pleat Pfeaoiap aad Mad Safety fP3tiK XXVXn:l(MO. WWc Type* d SarCaeaa far Hyfed Eftndm aad Play dec Moat SatielmtaryP Paaal Dfecaaiaa. xxvzn^s-ss. WW Shmtd nm friaati/ (Mmnttf. XXVIXTttMl. SdWaf SWpa: Ha Part d iW Idad Admiafetnior ^*-*47. xxvni:ii*n. Index 53 Txxvm?wl Sdmol Safety. Sea CWld Edacstioa; CkOd Safety. SrMaobrr. Dr. P. TW Madfcat Mu'* TTiilr--i to Accident Pro-eotira Piripram, X1X:ILI7. Sra^.^^Pj MraoJeanoo* Hiitirnt> Memrmfe. Seaaoaal Haumda. Su Wiatcr Hazenfe. SWro,T. Ja Stmt Uykiac aad Safety. XXIV: D4S. SeDiat Safety; Safety aad 1 tiooa (Waila). XTV^-7. Saltamasikrp U Acbdnt PnnttiM (Cmifel H; 19-21. SlankiK^ Safety k Local Operaliaaa (Wmgk), sJuoliTioa of Iaunat io Small Rut. Sympouam. Xn;U*13. Tklipsiim aad tW Wotfcer (IfnU aad feaom! SSupTwdi. See Martor T.akCfT. Shoia, Sea Ortar. 1WW. r. JTJ IjW*. PuiaiilTrtT m a SaTny . Piaanm. XXUI: 7-10. Snari. C. fj Pao&ac Xaeata for Fam Safety. X3CV1:I4. SfeWt. Jtm: TW Dm of Pturn io Yoor Safety Pm-----11:94-94. _ Paptr Prodotta Utckkay, PioiiKifea of Moo WaWt.. _____ femd Taklt Ducufet, AViidt. "--------'-i of tW Employee VmUh Uo^ i tLemlmk XXIVstMO. V:I0*S1. RaaKk B VslJ-14. Dttrt Expemra fCmtmpA Metal CScaaiac (JfamryL Griafee Alaadiu Sfitter KamaTWa Pnw ladeatry. Sfeuu^lr. ^tJndalBecd Aapocxa of Accideot Pit* fdL fe ykf* Wkr a Nadeaal Omfenat* aa Beam . SUmri XXVa-AO-12. SmA Rear dim. A. # * Out turf, Port ia .Mann* Safety. XTT1: 21-22. f. -- TW Part d tW Sckoel' Afaiekwar, iL A'! _____J. *di. w. Sj Active Maaayriaiat Patidpuka k Sdcty. II^9-7a Dr. X, F,,* Vaiam hi tW Safety Maamni, _ 1 doilai. Pud Ducutcaon, VII;22. fe*u PlHwlk; Haadtiaa Cttiw Soda m a . ..Smrapa^Baaary Flaat.WdjEcUJ. >71:34 Aaamrmy: Raam/tioa aad^Coatrel of SaMcnaa Fran , , aad Dam* fCertnapi Vtll-IE ^ SmlemUm, X. 7- (Wi Remuka of MemWnkip - .Surlem Sooiim. If ^7. Dr. M. tid Vooul Diaia Qntra) fnifaiuj. XHtlMI. aptron: Omubc Uetala *ttk Sdrtau (Mmmeyh Cmmfen Standard* Ycnoa Tomdty Suadarda (Uni- letuL XXTIslfelt. S-pd djdreot riwamaa fJferawL V: 17-22. Frnlauna TaaW. reHaaedatdDaimaafatoLaif.t XTXraVck:*tl-U!2u.d Near ^Dn 5**!> . Smriai UWratory fehtu* 3a vn;7.I6. w Cam. Pood Dncouioa. VII :S9. See aim PlaBiaVlJa Ukokfe, Speafdfax. 7T, JL.- How Tcaday TYmhuat Iaatilatiwa* Caa MaW Safer topic d TWir States, XXVIII; 30-33. Speed: Spud CWckiay ia TraJSc Eafercaaaaat. Pud rKacaawa. XXIV:I6-17. Scud CmmI Paod Diaoauioa, XXTV^I-71. Tmtiu for Hj(h Speed Drmsy. Paul DkcaaMMi, XX3V:69. Toferaaee ia Speed Lialtt. Paod Dimaka, XXIV: 67*41. Traftc Sinai for CostnUrac Speed. Panel Diacaa- aea, XXIV:7t>. Spmmr. B. }j LaWr-Maoaamaeat Safety CouuitUo* --n Aid to AaUnt PreitaAa, U;414I. Sport*: Picvcsuoa of Braia Zaiary Mortality or Ro- latad to FootiaS Plajari (Umtk). XXVtU-.SSM. StSaakc ^aOuro. PWaTn/te?dSnEudrnAaStiyuW. m Weed Specfel Street Dmu tW Ceeniny Ymaf XXVm. 100.100. S<*tc Safety Ptovama, Sac Safety Mutuant--State*. Suuc Efennoty: CouWda Sube Hr"'-tr io Luqm Ifeeefictwi (Irma). VT1:10, 11. 14. Steam Railroad Sectkw. m Railroad Section. mterm. W. fl-1 Itiutii'm sod Traiaiac New Eat- derm Ia Safety. Vin:7-9. SiemMfcJ.'Cd Axiboai Baric Acadmt Ciim. XV: Rmbor of ASSE Cocaaktae oo Cetpoitka whk Eacineencc QaBecm. 12:11-19. vryWana. . L.: Aa lupettka Report ea Sekidc _ Field. rV:12-14. SterBmt, /. Cj Adrmfetof Sorm Lnm UfL25. Sfartpe Battcrfea: Lcod nd Aod PicMiua to tW Storaye bittn ladoetry (BmtfirU). VC:M-3d. Scram Cue. See Traottt ladmery. Stnmmmit. J. /_- Safety Drrima aad ftfetWA Ifeod ia _ Miora of tW Lake Soyarior IXatricz. XVt-JXyZJ. Sceua.>Sao Safety Sma. Saotauoo Srmm: Marotaioiac Iatcrem by Urn of _ , Syatimu. Sjwmoaiam. 0:4942. Sdfer Dfamde* Partatiot mt Aw PoOotiaa (BrmAlrj), VIIJ9. 40, SalpWnc Acid: HaadHay SelplitHc Add ia a Storua Batury Pfeot (amtMd). 171:34. Stptrnww. $oe Etrinai; Penoa. gmoToa,_/rao4 Ha* tW Safety EBort Laaad Sioca tW War? 3001:33-15.' Wr*rr, M*t. JT. Af..* Etidmlrc Darapmk*, IV: TaaWn. Sea Manai_______ Taoka; Sofraat aod Dilacot Swnpe Tank* sod Drama UmrnttU yn:7-I0. Taonju ladotoy: Amdeat Raeordt aad Autyda b tW Mm PackioK. Taaatae aad LaitWr ladoacrhe. _ Pand DfxoMioo. 3CTV S-19 Safety ^hI Labor Uiupont Refetioaa (WimUir). Taaoioy Section, Saa Mot Packiax. Taaaiac aad _ LeatWr ladwrerica Sccttoo. Temper*tors*: laterpvtutioa of Tuatoilar Exurnm "Cjern^d ladmeriat Iajorics. Paod Ditnoka, Teroecrann cod Air Sfomowot far fadoetrial Ooer* attorn firM/d/rd, XV:20, Truk ladnctyy: Labor** RmooodbUity io a Safety Prainm (SJntmriX. XXIII :7-!0. Nra Ideal far Mtcfetkt) latctWka m tW Textile lodamy fUoxUfeJ, 30Cm:HME Safety Factor* lotofrad ia MtcWokal aod Vtfl Material* Haadtinc (Lint). XXJU:S-7. WWt the America* Standard* Auodaiioa Tm3< ^Wh^WSB Maoa to Yoor Pketna (Kihrti), XJUII: Textile Sactfen: MWctca, X3tm^*ltf. OCon. XXmri. Tookos Aa Accidaau m Locxtax fiWofa^L XXV:20. Cant-Hoofa Acridrata io Loctiac fDwafeyJ. JOCVsIl, Mrtfewfe of Oprainx rad Ooclax Pradt Car Sam, Phod SHacoadao. XXIdMl. toper Way.to Cany aa Asa. Rood Table Dfeco** woo, XVUiZt-tt. 35th National Safety Congress, 1947 KsSadMleartk'rm.w5TaahSdfarifaS--ie-ts-eM-.--a-K"Uiaamb.PaXxMyeVveaDiIiUeOjommulk.4fja.-K_PtTuid.kw__tmo_a_r_on. KK,R2TSSJ:iS?Ti--s^_th*. * 3&- *- ^St^Ssrs^SSt S i-i riwa ot1tVUjm*-Xf7. ilWm r trfftwfcjg ___ Ij, . xxivjo-j*. MM !* --C. 1Jfe, IWki TM.C to-*-*- " - ,- n lUr iilwii fS.-ffi.lJ XXV U. aS^Ei-iI-- ill tV, O-- J 0-T I-*-- 3" BSS- - ~ iSrSJ2?:Si- m~~ wh--j. xvi TWffi- Ewiq^i tnu-i.il-- -- War (G*rJ. 3-T,ff aftat -- ---- :73-74- ., -- - - -:-- u-Ki-r w Ovmf IW* i^*i*^5^nTtiiMJflt. ^ easx snss^a,s2: m n in %ic Srfwy Wnl nr*g*"sra SK&lSu-*. xiiiw.. gpTL>gtfiT^.wxnva*-t. SSE- j^Tnn fa ssk,ij7'la,,liitWw ,rIuri,,-- (O# tarit Qv TtJ( Fhoal SJKr"" *" s oss SvSBi, x^rgjjs. CwiteTT? r Safaty (Mtfwmmi. turn , , |lnA XXIVtIMF. FkGboa. fwrf Pi"-" fa ImI Ouafc M Pfateafafl. r?2dYvfam* SAafa M X3PVJ4 VMte 1mm taohM ffnpj. xiiVdlwte UpMl LMi mxhwmi. _ . >^.sLi-a*rsria?5.ft"- _,____I__TM_d, -r^l.iiM- tfrT--toaAd. xCnD:: T1?;--c tk M rw Of--r- Sjum* . vga^V^.,^_ir^^qv^ A-s. ^ - u- T-iWi--> a--, * ""* T^grs!^. - yftTH i^gR-Sr1 - *zJ2*isrs 3isi^r5nSiTMt jL* W Guar-Trs* &"- *--* k " K2tVuh, ru!w T--t AnU~> -* o-a i: UK In... --A MkU-kIIWki srv=u-s3rasr ^ Ifml~w~ , TXTXXWV 4i -MS, SSr ftT.ftr.y Dm. Trafam xxvxiists. a tf--rf. ,.ry sTSr7?^--i- TxvjiMt Ka SSo bTiS- "^. 1A. * -* t^TjSi J'ESnau --!- m xvms. . sf AWbi OrtAa * &tor fcr tW a. s. o<* * r2rS:rLxE%*T~ v^~ (Biii*L7i. XX JI-J7. ., W Cm Cm Be 1U Anil.H. ae Sgbqk Drimr TniMi rint fBuffarfre),XXVCI. M. Urn Cu Tk T 1U___r__Sl-- ' T uawflnflM mi i ri Ti.fiat rpa* , Ur* SSaiWtetr-. PPmadill PkcMiM. XCVfflWl. ,, cu Vt Gat Wkt Wt Kai WSm W Mmd !t CUatJmmK X:14-I*. 0K,Sr,t2T2SL--- i--. cuu ia- iMdti C^-- a#. Oniuiin k saw Unt. xxvm^7-91. .. i^udyLSkusmSrMiT3k^*Tr t^5tuwiTsaa; nTffWiMiMMr*ioSaWOW**-' aair Mmt (SnMI XTOJl-Ji __ Amt ir Farm Tu Im SJirt l Km* rniM xxjs, it, is. -ft- Trow Sit SotOt| f "huntfta+lafli of- VoJitHa.1 tpccQrte Sei< Csn^rMf Ta>WT ' Index 55 Cm Gurfi Put it Uuiat Sa/ttr (Smkk), XHt ', H-fli rMTiBu th* Mwil lUifl s ]Ual Salary Jmb (Kc*L XJO-1S, Muil MafldSaa PwHm {S*m4m), H-.7%*2, KaamA md Cenlestt of Ainrth a ik Air Fm (Tml m:!S.|S, ** Sttry 4 CuUKflr'i Etpiritaa Ratakctt ha aa Aaifal (/Uuo^ X;1M. U. S. Ifinrlut Muiat lai Sakty (Comm}. XU3; IMt Vornd SUM OSu tf Slamuat CMnw a( Or- intiiatatfli Iwtrai.l ia Safety gdacarioa. XXVUI; Wddiac Accident Ftad Diarsaaiofl. WMu, A. CjTtiia Acbdtau tad Trmia Sarrict Ac* cidota. XXIslt-21. F2t / A. A.* Iaycuiat ia da Dufoa ot ACatay Mtcfaaary to laocau Safaty. VTOJ7-J0 Fabaoi H. Lj Coambntioai ta Fam Safety by ifa ` IL 1 Dtparaaeat of AiHealtan, 3DCVZ:10-IS. Wiimm. Dr, A ifd Haaich Pnianin la tka XitbW Iacfaatzy. XXXI:22-24. JFaalfar. A. Cj Safaty tad Labor ftftnitauaar 1U1>* tlaaa. XZVad-7. Wiaur `Matatdat FTiuhaatito of Sea fam Tull U Wiaw. Fatal Diaewafaa. X38JS. *fa the IF47 Witter Dtfriay Taua Sbov (itmrri. 1X:IS-16; alao ia XXIVJFdi aad XXVUI; W0^^t?T: t9M (?4 9fxlw, X>. Nr Him. Q:ll -m. Vacilatiaa cad EsktflU Byinuii Ite Fmm FnbImc a Mwr. Saul Talk Put--'m. XVHJ7. Hflflda far * Puahc Off f Tfaddufe Add. TStel VS;!S. (BstfrUl Vn;lS. Mml Owaiac (M--n). V:IJ-1T. taffauffitt.h.a' Vtad7.Ollwtrel at Fma tad Dm ru nui Fg. jft, & Stteal Vfaat Ftcaaaaa tad Sefaul Safaty. XXVXDstMO. Wjteia^^Jt^afatinwM fafac Trtiux tad iMaom fdaflriX^XVJl-W. * Film tad SaftiiyiruVi (Mmrrmo). Q.-FS^T. m Wry fa Ifa Wlalia fSTawiadayi XXVQ:74, Vfa'i fadr-Vaut Lad [MX SCVOt ' Vm Kafaaal Vaatl Edacatioa Cma'mu ` {Bm*rri. XXIilMfa Uw M Viuul Aida ia iftultlaim Tuum. Spw yaafau. mS-IF, m rtfdtf. J(. S_- Fktfao Ut FulM lau the Kfabt ,, J* W tk Du f Pfauuca* Too. XX:14J. Vac^Md Tihuiu Sw IadamUl Safaty Cum; Vtlrithfap. Sw Ulu ladajtry. Hm soar m tfa Wnafav {Urnmimfi, XXVn:7-. Tfa Tfaw luk" fa Safaty </aaL A Ttawbfa Gaal far ttfatay Saiuy fAe#aaflL 1JF-3Q. Tnfc Aajm af Waaaa'i Omba.-Fatal Dbciwaa, XXIVJS-FS. Wouaa'a Aeoriliaa Swaiaa. IJF-10. Waad Fndaot fWwU/i Anridm tad Hethfa Fiab faaa fa da WaadTiaa f Qha. Ptad Dkaadra. XXV:I2-I. Claim far Uw fa ICaloac Weed Sanaa Fatal Dia- XXV; 14. " ia a Wood Fuduu Oyara___ _______i. XXVJ-14. MbFnemy fTfwrtc llmtiifl. Paul Dkmfaa, * XXVJ-IS. Lift Track PiuUirn. Fcad Paiimitc. XXVslO-12 No Safaty Today--a Stdfa SWv. XXVid-4. Tka Place f CaeDeariaa, Fdauti--. tad Etlana- awet ia a Wood Sef fafay Fromm fMtSarfayL XXVsM-17. Safaty fa Seufama fa--icy (DmafayL XXV;IW23. Tkt Safaty FnM-- of Loamr ia the Suit of WtakiMfaa U4mr). XXVJSai. Wood fwfaa. Sactjoe: lihaai, XXV:S-24. Okn. XXVsi, Are Hbu___ .. i Caan Bear- iac, XV:)M). CmwiM far Hernia Cairo. Ptarl TV------ :rr. Tke Naeu at * Whaam fa a Cauptaaatiaa Hawfay. Srwfwcw. XH:14-H. w ... . . _ _ Otuticfai May Samdi Fir.ftf.ni la tSa OuL Ideal, tad Hirt ftfrumr ' * xvjjs-ji. 10ru. i KCb a--m SSoat# Btkr Craw. Kami TaUa D . ... XVHJ7. Sum HJofluUflfaw Ptua.il tfaanX VQ:lt. FaaA JT. ILi Stauafatfa* Safaty ia * ` " Zl,-Wl. FAit X. Tj Ct--air Rdidaai waafac. XVmil-lS. WtS*r, ft-. L. l\x Dtuaaai d ifa Ska Pm XIsT-F. Wtitrn, Dr. drtkmt rajiliali .udaau ia JM Ffauut, n:!IO-MI. cad Ccatwl " , VOUF. Fcad. Jr. F. Frf Ki|tt of Stteartfa ^-naittii of ,, ASSE--Fnciiyrina Saafao. 0:14.11, Ymin. i. Cj CiaMd ef darii--t ftaxarda fa Skip r"SbS-< I Errilaiieai. Xni;*4-4T. - a*--*.:-, Uaa. Microfilmed BY T LAKES MICROFILM COMPANY CHICAGO, ILLINOIS 11___________ DESCRIPTION of RECORDS Slot. INDEXING Chronological Ordar