Document G6XnVeXdQDwYO19xmd0d8ygqq

Marine Section Executive Committee 1944-1945 General Chairman--W. C Gabbutt, Pittsburgh Steamship Co., Cleveland, Ohio. Vice-General Chairman---Lt. Comdr. Caster Kendaul, U.S.NJR. Safety Officer, Norfolk Navy Yard, Norfolk, Va. Advisory Committee (Past General Chairmen)-- Cam. E. Holmes, Marsh & McLennan, Inc., New York, N. Y. Byron O. Pickard, Waterfront Employers' Association of the Pacific Coast, Sa~ Francisco, Calif. ' Cafe. Edward G Holden, Jr., United States P. & I. Agency, Inc., New York,N. Y. Caft.E. W. Fiske, Jr., Soooay*Vacnum Oil Co, Inc, New York, N. Y. John S. Hunter, The Atlantic Refining Co, Philadelphia, Pa Cafe. Frank H. Cogan, The Delaware, Lackawanna & Western R. R. Co., Hoboken, N. J. . Arthur M. Toot, Consulting Engr., New York, N. Y. ---- Assistant General Chairman (Programs; Meetings & Conventions)--A. H. ScHroder, Freeport Sulphur Co, Port Sulphur, La. Assistant General Chairman (Executive Committee Activities in New York)--Willard F. . Jones, Gulf Oil Gotjk, New York; N. Y. Assistant General Chairman (Membership)--E. P. Heroes, U. S. Employees' Compensation Commission, Washington, D. G 1 Assistant General Chairman (Ship Construction Sr Repair)--William Lawrence; New . York Shipbuilding Corp, Camden, N. J. Assistant General Chairman (Marine Industrial Relations)--T. E. Buchanan, The Texas Co, New York, N.Y. Assistant General Chairman (Public Relations)--Gorneuus H. Callaghan, The Maritime Association of the Port of New York, New York,*N. Y. Assistant General Chairman (Posters)--TAjsold J. Segrave, Mine Safety Appliances Co., New York, N. Y. Vice-Chairman (Posters)--Ralph E. Hubbard; Walter Butler Shipbuilders, Inc,- Superior, Wis, Secretary--Harold M. G. Wick, American Bureau of Shipping, New York, N. Y. Editor, Marine News Letter--Oar. Henry Blackstone, United States P. & I. Agency, Inc, San FrantiscOt Calif. Assistant Editor, Marine News Letter--EL F. Lance, Bethlehem-Alameda Shipyard, Alameda, Calif. Admiralty & Maritime Counsellor--Lx. Henry G Eidenbach, U.S.N.R. ThirdNaval District, New York, N. Y. , Regional Activities and Committees Chairman; Coastal Regions--Vice Admiral R. R. Waesche, Commandant, U. S. Coast Guard, Washington, D. G Assistant Chairman, Coastal Regions--Caft. (E) H. N. Perham, District Coast Guard Engr., Third Naval District, New York, N. Y. Director, Atlantic Region--Theodore Ghtsee, Federal Shipbuilding & Dry Dock Co, Kearny, N. j. Assistant Director, Atlantic Region--Herman J. Nordstrom, Newport News Shipbuilding & Dry Doric Co, Newport News, Va. Director, Gulf Region--Joseph F. Zucca, Consolidated Steel Corp, Orange Texas. 303 Ml n is t< 4 nr c v .a a Sl si a a d ir it 5 n a" si 33rd National Safety Congress, 1944 Assistant Director, Gulf Region--E. P. Richard, Mississippi Shipping Co., New Orleans, La. Director, Pacific Region--James E. MacDonald, The Permanente Metals Corp., Richmond, Calif. . .../ . \ Assistant Director, Pacific Region--S. T. Smith, Consolidated Steel Corp., Los Angeles,- Calif. Director, Great Lakes Region--A. T. Wood, Lake Carriers* Assnu, Cleveland, Ohio. . Director, Canadian Region--.John W. McGiffin, Canada Steamship Lines, Lt<L, Montreal, P. Q., Canada. Director, Ohio River Region--G. O.-Griffin, Dravo Corp., Neville Island, Pittsburgh, Pa. Assistant Director; Ohio River Region--J. E. Jackman, McCrady-Rodgers Co~ Pittsburgh, Pa. . \ Director, All Inland Waterways--Lloyd A. Blanchard, Corps of Engineers^ .Washington, D. C .: Chairman, Committee for the Advance of the American Merchant Marine--Vice Admiral Emory S; Land, U. S. Navy (Retired), U. S. Maritime Commission, Washington, D. C Chairman, Committee on Operations of Liners and Cargo Vessels--Caft. Logan Cbesap, Isthmian Steamship Co., New York, N. Y. Chairman, Stevedoring Committee--John W. McGrath, Jr, John W. McGrath Corp, New York, N. Y. .. - Chairman, Statistics and Contests Committee--Benjamin H. Self, The Travelers Insurance Co., New York, N. Y. Chairman, Publicity and Publications Committee--Harold jf, HASDiNG, "Marine Progress," New York, N.Y. ' Vice-Chairman, Publicity and Publications Committee--R. C Brandon, Todd Pacific Shipyards, Ino, Tacoma Div, Tacoma, Wash. Chairman, Engineering and Minimum Standards Committee--A. J. Smith,. Marine .Office of America, New York, N. Y. Chairman, Tankers Committee--James E. Moss, American Petroleum Institute, New York, N.Y. Chairman, U. S. Navy Yards Safety Committee--E. B.Landry, U. S. Navy, Washington, D. C. Chairman, Maritime. Associations Committee--Frank C Gregory, Waterfront Employers' Association of San Francisco, San Francisco, Calif. , Special Maritime Professor EL L. Seward, Yale University, School of. Engineer ing, New Haven, Conn. Special Government Committees for Safety in National Defense. Shipbuilding. Inspections, and Pexsonnel lS^^ Chairman, Naval Committee for Safety in National Defense--Caps. C M. Simmers, Div. of Shore Establishments & Civilian Personnel, Navy Dept, Washington, D. C ; Chairman, Neva Ship Design andXtonstruetion Committee--Rear Admiral. H, L. Vickery, U. S. Navy, Commissioner, U. S. Maritime Commission, Washington, D. <2. Chairman, Technical, Committee fDesign & Accident Preventioh Measures)--James L. Bates, U. S. Maritime Commission, Washington, D. G Chairman, Ship Inspection Committee and V. S. Government Bureaus--Caft. R. S.Field, U. S. Navy (Retired),'Norbedc, Rodcville^ Md. Chairman, Committee,on Education and Training of Ship Personnel--Cquuoocxe Telfair Knight, USMS, War Shipping Administration, Washington,D.G Staff Representative--B. A. Grainger, National Safety Council, Inc, Chicago, I1L Prt 1 mw ont Ii sad war tool bett diff the iste tom had wot a si ove gan self ai Cat of i and that ard dne Agt dot sail othi ' Ii Wa ma vey all met inst sail met casl mai den on met mis acti CU 6 Marina Section f.; 305 7:.^ TUESDAY AFTERNOON SESSION October 3, 1944 Presiding: W. CGabbutt, Casualty Mgr., Pittsburgh Steamship Co., Qevdahd, 0. AreMariners StillLearning Sdfety the Hard Way? V v_7 . By CAPTAIN J. E. HART Poet Captain, Mississippi Shipping Cd, Inc. In' order to answer this question we tributed throughout the whole fleet [ton. must analyze' former conditions to find methods, had begun , to show results and out what the Kard_ way was.- many ships made records of 12 months nm In ~ days 1 gone by, mariners were real sailors and hot just ships' crews, and it was traditional that the tbore risks he took in the performance of his duties, the better sailor he was considered. without a angle accident' or personal In jury which caused not one hour of lost time. .. . This was' learning safety the hard way. The United States" Government Bu '- {ritiis \'um i With the advent of steam vessels a reaus by issuing new regulations,. the different kind of mariner was createdt bat National .Safety. Council by the distribu the old traditions'and cnstoihsi'stiil^ ex-'-; tion oP safety posters, - the Seamen's isted. He still disdained the use.of.any; Unipns. hy having safety clauses in their kind of new gadgets or. methods winch'' Agreements with the Owners, and the had been introduced for his safety! He ` - management by thbir educational meth would rather slip down a stage rope or ods,-, all contributed to make the men a stay from aloft than u% a ladder, jump_ ^safety-minded, - and the' results' proved over the bulwark to the dock than us a `-that they had learned that safety pays, un gangplank and would tather lower him der normal conditions--but, the War self when aloft, on a' gantlihe than have 'came along. a shipmate lower him from on deck. : Now, let us see. if the mariner is-today Captaips and -officers were as disdainful still learning safety' the-hard way. The of new safety devices as were the seamen answer very definitely is ; YES--and and these men could not be convinced HOW hard, hi many instances*we know, that these old customs were safety haz some we will1 -learn later, and in many ards--that the use of new methods intro I am sorry to say we will neverknow. duced by' management and Government . Agencies were safer--unfit he had an acci dent himself,and had to stay away from sailing; and depend on the charity of With the advent of the United States in the Warand the .requiritipning of the Merchant Fleetby the WarShipping Ad ministration for the. trahsportation of sup others.- plies and troopsufor the Army and-Navy, < In the. several years Just before the' conditions changedso very. radically that War,- diligent efforts, and education were all previous effdrtsJbr safety went by`the made by Management in having sur board. Conditions and hazards. such as veys of. the vessels made and changing had never before existed were created.' all dangerous hazards, having safety Vessels no longer came back'to the Own meetings when the vessels-were in port, er's home port. Thousands of new ships instructing the Captain and' Officers in have been built .and manned by men who safety methodsand how to conduct safety returned to the Sea after years ashore meetings when?away at Sea,-' by giving and knew nothing of the-safety, education cash bonuses to .Masters, . Officers and in that had been - going on. Men'from all many'instances, to aU hands for no acci walks of life- who had never seen a ship dents fa a certain number of voyages or were trained. ' New superstructures Were on any particular voyage,' and other erected on the old vessels, on decks methods of education to make him safety- that were before unobstructed, for the minded and by keeping1 recoirds of all housing of additional lifeboats, life iafts, accidents and having copies of them dis and the- carrying ;pf all -kinds of Army 306 33rd National Safety Congress, 1944 and Navy equipment. Blackouts were in stituted and obstructions could not be indicated by paint or lights. The seamen in many instances had to rig up gear and discharge all lands of cargoes under haz ardous conditions. They had to handle various kinds of explosives. These men had to navigate vessels in localities they had never navigated before, through mine fields, in convoys, in dark without lights, in fog and storm and being subjected to attack from submarines and from the air. In order to do all these safely they had to use every precaution. They have been torpedoed and had to live in lifeboats and on rafts for weeks at a time and use every resource to keep them alive and healthy. To do all this and come out safely ihey surely must be learning safety the hard way. When the day of VICTORY comes and shipowners can operate their vessels in their own trades, will the mariner be safety-minded?--or will he, be so inured to danger that ordinary hazards in normal operations seem so small as to be neg ligible? I wonder. We will have to be prepared .to meet this condition and grave consideration must be given to one important fact, that these men have gone through a severe mental and physical strain during the war which will be felt by them for some time to confe, and any methods used for safety education-will have to be given spedal consideration. Establish Safety as an Operating Policy Bar G. a GRIEVE Statistician-Engineer, National Safety Coonctil, Chicago, Illinois Daring my early days in industry I bad no dear understanding of the place of acddent prevention in the effident opera tion of an industrial organization. Acddent prevention in its broadest sense means the elimination of all mis haps that result in property damage or injury and delays the flow of production. I did not associate injuries with ineffi cient operation by patting them in the same class with other mishaps and other failures to keep the department running smoothly. Avoiding injury was the men's responsibility. Other foremen had this view point. We missed one fundamental fact--a foreman coordinates men, ma chines and other equipment and materials to produce goods or services--he accepts responsibility for damage to equipment or wasted materials, and by the same prindple he must accept equal responsi bility for injury to his men. Acddents are caused by the unsafe prac tices of employees, the unsafe condition of equipment or materials; or both. Since con trol over workers, control over the opera tion of machines, and control over the movement of materials is vested in operat ing supervision, the logical way for the. safety engineer to function is thru the tine organization. The place of the safety en gineer in all industrial organization is some what similar to the position of production, industrial and other engineers--a specialist on certain phases of operation. The initial responsibility for establishing safety as an operations polity rests with the safety engineer. He is hired by man agement as an expert, for advice on the procedure for reducing acddents with the least expenditure of time, effort and money.' Therefore, it is the safety engineer's bud* ness to,,point out to management how re sults must be accomplished, and outline the proper general procedure. He knows that results must be achieved largely thru the operating organization. He also knows that managementgives direction to the execu tion of a new activity--that a fundamental of good management is to specify "who" shall execute and be responsible for a new polity, and why. One of the first; and .im portant steps in inaugurating a safety pro gram, is for top management to explain to superintendents and foremen why the polity was adopted, who will carry it out; aqd the general duties of the operating organization for malting the program effec tive. This can be done at a meeting of superintendents who can discuss the new polity at a foreman's meeting Willing acceptance of a new polity thro Ing.' step failt safe read have no Sup R< gran sods othe whit supc the whe the bet of t poll' G safe of t visit of t getti impt poll) . malt char duti . neer disc styn fort can A pres ful gooi no sons fore fore thd knot errt vie* had tern wor kno tied the ard net >els be red mal #8" leet ion bat ere war ime :ety rial me lon, dist ling nth lar tL the ney. iuir tethe that the that ecu* stal iho* new impro>lain the out; ring ffec- r of new )licy Marine Section 307 through conviction in its merit by present operate a crane and trained cranemen but ing sotmd reasons at these meetings is a big as far- as really knowing' safe practices in step in ultimate success. I believe that such work I was ignorant I, like other failure, to take this step in inaugurating a foremen, simply did not do enough thinking safety policy has been one of the principal about the safety aspects of crane operations reasons for a chain of circumstances that to have them in mindset alone tell them have resulted in ineffective safety work, and to a trainee. Furthermore,. no foreman no improvement' in accident experience. has seen enough accidents on most ma Supervision, never got the idea. chines during his life to do a good training Reasons for a Safety Program job, based on his experiences. Reasons for inaugurating a safety pro gram usually are costs, humanitarian and social, a poor record in comparison with other companies and all of the others with which yon are familiar. The cost conscious superintendent or foreman is impressed by I do not believe that any foreman should be expected to dig up the information for - teaching safe practices. It's the business of the Safety Department and helps to make the foreman's safety job easy and effective. the economic losses through accidents Many accidents are caused by unsafe con whereas the humanitarian aspect appeals to ditions of equipment and materials and fall the land hearted supervisor. There should into general classification of lack of guards be no question about the advisory position of the. safety engineer in carrying ont the policy. Convincing reasons for inaugurating a and safety devices, personal protective equipment, unsafe design, unsafe lay-out and methods of performing the work. The engineering knowledge required for the safety program pave the way for acceptance dimination of unsafe conditions is so large of the duties and responsibilities of super that at first, at least, responsibility for their vision hi'carrying ont the program. One detection and elimination should rest with of the principal difficulties encountered in getting safety work into operations is an impression among supervisors tint this new policy is going to mean a lot of extra wort making inspections, changing this and changing that, and doing a host of extra - duties. The result is that the safety cngx. neer, in his efforts to get the foremen to discharge their safety responsibilities, is stymied by the phrase "I haven't tune." The foreman's safety responsibilities and. duties can he made easy. A course hi the fundamentals of accident' tiie safety engineer. This is not tit say that the foremen have no major part in correct ing unsafe conditions. Housekeeping cer tainty rests on their shoulders and so does* good maintenance of machines and equip ment but the trained eye of the safety en gineer, his knowledge of government re* quirements, his knowledge of the safety codes and his experience in picking out the places thht need guarding, employees who shonld wear personal protective equipment, and numerous other hazards is information which the foreman acquires gradually. prevention for foremen has proven success Foremen often rightfully resist efforts to ful in getting, a safety program off to a place excessive responsibility on them for good start, even if the course amounted to unsafe conditions. The result is antagonism no more than a lO^mmute discussion of towards safety, and it takes a long time to some safety fundamental or problem at overcome it Careful. planning and study foremen's meetings: The' opinion that the1 of the operations, the types of equipment, foremen know a lot about the hazards of and methods will avoid a great many of their departments because of intimate these difficulties. For example, I recall an knowledge of the operations is entirety instance in which an operating foreman was erroneous, according to my experience. This held responsible for an accident involving view checks with conversations that I have a mushroomed chisel. The foreman argued had with foremen who have not been in heatedly that the responsibility lay princi terested' and actively engaged in safety pally with the tool- room because they issued work for years. I ncatt my inadequate the chisel to one of his men and he couldn't knowledge about safe crane operations par possibly inspect every tool before it.was ticularly, because one man lost a foot as used. He was right The safety engineer the result of a crane accident I could had not studied the important angle of 308 33rd National Safety Congress, 1944 providing safe tools and be had not worked had the friendly approach of a good but out a procedure with the tool room fore not a high pressure salesman. It is a human man. The safety engineer bad plunged into nature to do things for.people .that you like a program without first becoming familiar' and I believe that it was Ms principal way with the operation. Later we got a new of getting the cooperation of the foremen safety director. He got strong.support from the manage Our mechanical superintendent had a ment by his practical methods. . method of inspection which enabled the new safety engineer to work out an excellent plan with him. The mechanical superintend ent assigned a repairman' to make regular inspections of certain mobile equipment as part of a policy of reducing delays from breakdowns. The safety engineer, who was a good man, observed certain accident pos sibilities from the standpoint of mainte nance, and tied in his inspection require ments with the mechanical departments. Safety as Operating Policy Many observations during the past ten years-.have-convinced me that the most effective safety work can be done through the operating organization.- One of-the best examples was the /experience of a certain company. The company has good manage ment. It set up a safety department and gave it good support The safety engineer, however, apparently missed the boat in in tegrating safety inspections and training He encouraged regular inspection of work into the operating organization and ttjuipment by every mechanical foreman spent most of his time in generalized actvi- in tire plant and then tied in his safety ties of the type which principally Mm at items. In these and other ways he so or creating and maintaining interest The fre ganized and distributed safety functions quency rate during the first five years did that no one felt that safety was too much decrease from 35. to about 27 and then bother. improvement stopped for the next three Canned Safety Discarded or. four years. Something was obviously The principal duty of the operating fore men was correction of unsafe practices and a logical and effective plan was followed. I particularly recall how the new man threw out the canned safety material' for use at employee safety meetings and substituted subjects pertaining particularly to our work. For example--the safety engineer had studied the department's work and saw that a . great deal of time was spent in ladder climbing,'and, of course, he knew the haz ards. He outlined the important safe prac tices and unsafe conditions that would cause accidents in doing this work and we had a lively and instructive discussion on the sub-- ject at a safety meeting. wrong but what? A conference of execu tives reviewed the program ancTcaroe to the conclusion that jhtpoperating..organiza tion considered safety tb| business of orily the Safety Department and not their affair. and the Safety Department had gradually assumed too much responsibility.. Its activi ties so indicated. The top managers and superintendents reviewed the whole situa tion and declared a new policy- greater participation by foremen. General safety propaganda was 'abandoned and for it was substituted careful study of jobs, the adop tion .of soft job procedures, and training of foremen and men in specific safe, prac tices and insistence on the observance of them. This policy of integration of safety He had the faculty of selecting the im into operation, and good planning, and exe portant sources of possible accidents and cution paid dividends. -It resulted in a de putting them first for attention. Therefore crease In the frequency rate from 27 down he only requested foremen to'.give atten to 6 in three years and then an entire year tion to practices and conditions that ought without a single lost'.time injury. . cause frequent or serious. injuries. His reason was that if the important ones, were taken care of the minor ones would auto matically be eliminated. He .was getting his stuff into operations in a substantial and sensible way. The trend of thinking about effective -safety work is-away.from, general-safety propaganda, and toward -.specific corrective measures. I recently witnessed a good ex ample. I heard a foreman giving instruc tions about- doing a job requiring, the re A feature of this safety engineer's work moval of some.concrete in order to .install was his approach -in getting acquainted. He a machine. His* instructions were.-r*Cut H r ! ! H ! 1 I I t m t H I H * 1 1 1 1 MI fou hav chi' hot Sin Pre T A< but tror'x 1 ) way men. age- Marine Section four Indies off this ledge of concrete. You'll have* to use the light sledge and these chisels. Wear your goggles and use chisel holders--no -mashed fingers or hands. Simple wasn't it? Just part of the job. Later the foreman followed up on his in structions. ' That is down to earth safety work and the goal of establishing safety as an opera tions policy. < . ten most High best rtain lageand aeer, i in ning and ctvi* n at fre* did then hree insly ;ecue to liraonly and ituaater fety was dopning rac: of fety exedeown year stive fety five ex- rucre stall Cut WEDNESDAY AFTERNOON SESSION October 4, 1944 Presiding: Jack Thompson, Safety Big., Bethlehem Steel Co., San Francisco, Calif. Good Maintenance -- Good Safety HARRY D. KEKRL Construction Assistant Safety Director, Dravo Coip., Wilmington, Del The maintenance of a construction plant, of course, is something with which we are aQ familiar but the strains and stresses of wartime activity have imposed on all types of machinery much greater loads than the peace time requirements with the result that machinery maintenance requires highly com petent supervision to maintain it in working condition. The-production capacities of any plant are contingent upon the proper overall design, to insure an orderly and uninterrupted flow of materials from the source to the finished product. In a shipyard all materials entersag into the construction of ships must be cxpedBted from stock yards and warehouses throogb the various fabricating shops to the pant of assembly with the least possible in terference and the most economical and therefore the most safe manner. Assuming we have a plant set up with the above requirements, and production under way, immediately a necessity arises for the proper maintenance of plant facilities, such as roadways, sanitary conveniences, storage yards, warehouses, machines, tools, cranes, power and lighting circuits, shipyards, dories, safety equipment, hospital and dispensaries, as well as fife protection and plant security. In order to accomplish theseresults a maintenance organization must be set up to service every facility in the plant As an example I will brieflyoutline the maintenance organization that we have in the DRAVO Wilmington shipyard as set up by the corporation. PLANT ENGINEERING is responsible for the maintenance of facilities such as power plant, sanitary conveniences, buildings, roads, railroads, general housekeeping in the yard, all machinery and electrical transmis sion, light and power, ventilation, etc This maintenance is accomplished in the follow ing maimer. POWER PLANT crew maintain power plant heating system, compressor plant and acetylene generating plant YARD LABOR crew maintain good housekeeping in yard, repair and maintain roads, railroads, walkways, sewers and dis posal of all scrap and refuse. 'RIGGING crew maintain cranes, cable and tackle, making regular weekly check up of all these items. Weekly report to Safety Dept MECHANICAL crews maintain and serv ice all mechanical equipment in tile yard. ELECTRICAL qrevrs maintain and serv ice all electrical equipment VENTILATION crews maintain, proper ventilation throughout yard and have men on each hull at all times to provide ventila tion to all compartments. TOOL CRIBS maintain small hand and power tools, air, water, acetylene, and oxy- : !.- 4' 310 33rd National Safety Congress, 1944 gen hose, regulators and torches. Service behind accident and health programs as and maintain as well as sterilize all safety shown by accident experience charts. A vice equipment president of the corporation in charge of the One of the most important and vital main tenance problems that we have in our yard due to the number of Innards involved, oc curs in the ship erection and launching yards, where, of necessity, ramps, scaffolds, plat forms and ladders of a temporary nature due to the sideway launching are necessary. To safely solve this problem the manage ment organized a safety maintenance crew consisting of welders, carpenters, and labor ers. One in each erection yard and one in the wet basin Outfitting Dodc. These crews maintain all access ramps, stairways and ladders; erect and maintain all scaffolding and platforms; erect and maintain life lines DRAVO Wilmington Yard is a pioneer fa accident prevention and a blank check from the general manager gave the Assistant Safety Director a .free band fa regulating and correcting all operations that were not bring conducted safdy. A safety director with a staff of able assistants plans and directs the programs at the various plants of the DRAVO Corpora tion. A central control was initiated fa order that all efforts could be correlated and co ordinated so as to minimize wasted energy and time. Tins type of organization permits free exchange of. ideas and schemes which may be beneficial to the entire organization. on all scaffolds-and decks; construct mid The various safety supervisors visit the maintain guards around hatches and deck separate departments ..of. the plant, study- openings: erect and maintain all conductor each operation, solicit information and sug supports to keepriecks and passageways free gestions concerning hazards, and carefadty from conductors and other obstructions and analyze each accident so as to ascertain the also correct unsafe conditions as found. contributing factors. The information-thus i These safety maintenance crews wear hard obtained is assembled for critical study so hats painted green with white cross, and that it can be presented for discussion at have done more for the safety of the yard regular safety meetings. Safety meetings for g U A than any other organization and I take my all foremen, supervisors, and heads of de a hat off to these men for their splendid per partments are held bi-weekly; attendance be formance and cooperation with all depart ing compulsory. These meetings are held at k tt ments. various designated hours during the day and fa Fire control and maintenance of fire fight night so that all plant officials may be able ing equipment is tinder the control of Plant Security as well as the guard force who police the yard and prevent illegal entry, espionage and sabotage within the yard. Medical Departroent'consisting of Medical Director, physicians, nursing staff, iaboratory and X-ray section, dispensary section and pre-employment examination section. Equipped with a modem hospital and dis pensary where first aid is given and injured treated and hospitalized if necessary. The health of the employees is given very con to attend one of the meetings without incon venience: These metings are considered of. such importance that an absentee is required to present an acceptable excuse to the gen eral manager before release from responsi bility is granted. Each supervisor is expected to bring a pencil and paper so that notes may be taken concerning important topics and problems in order that these may be presented at group safety meetings. The supervisor^ meetings are normally of onedalf hour duration, but a longer perrnd is often neces at es la ol to ds la es ft fa ht oi siderate attention. Since conversion of man power is of even greater importance than the material con siderations, and to maintain good safety, the Safety Department, organized by Mr. Griffin, Safety Director of the DRAVO Corpora tion, took over its job with the above main tenance organization in operation and found sary when an important or vital condition arises. The benefits derived from such meet ings are manifold and the solutions to diffi cult safety problems are solved, because those with tntfmate knowledge of the prob lem are permitted to render assistance. At least once every 2 weeks, each su pervisor must assemble his group of workers fa al fa sa ol sa w !#v a well designed shipyard supplied with the .and present the important topics and prob 3 necessity facilities for the war production lems discussed and the information obtained wi V, of ships and a corporation who is solidly at the supervisors' meetings. When im- re s as fL. er in from stant iting ; not able os at gra nder 1 en ergy mits ffuch tint. : tite tody i toe tons y so a at l for : desbeIdat 'and If ) dot tired gea3*151- ig a yfcfw iems i at sots' boor tees* itian Metdiffiaase rob- stf tiers *oblined 'im portant and pertinent information is dissem inated in this manner, each worker receives the benefit of toe knowledge and the ideas of men laving long experience in a particu lar phase of toe work Furthermore; work ers fed free to express, their ideas and to enter into discussions in toe group meetings.. Safety. Roles, Reports and Statistics - A comprehensive set-of safety rules in pamphlet form is distributed to each em- plqyee. Upon receipt of tins, pamphlet, toe employee most date, sign, and return detach able card which serves as a record of dis tribution of the pamphlets. This, card ex acts a promise that toe employee will read rules and follow them implicitly while in the employ of toe company. This-card also requests the employee to report any per sonal injury no matter how slight to his foreman and then go to the-First Aid Sta tion for treatment .The workmen are encouraged to become familiar with all safety rules, especially toe general safety rules and toe rules pertaining to the specific tasks to be done by and the department in -which they are to work .Mew employees must be instructed in their duties by-the foreman. The foreman must advise them of the hazards and place them accord ing to heir ability. Owing to the completeness wth winch toe accident records are kept, useful and inter esting reports and charts are prepared. Tabu lated reports showing toe average number of enployees, individual dispensary visits; lost'time accidents, days, lost' current month, days-lost previous accidents, and total days lost current month, are made monthly for each department-From this data cumulative frequency and severity rates; are computed; and ly these tabulations each department bead, is kept, informed of .toe performance of his department or unit An induction program which lad been in force for some time was designed so that all new employees were given a talk on gen eral safety practices in the yard and given a safety pamphlet wherein are given safe rules of conduct for each craft in toe yard; thus safety maintenance as applied to individuals was started with induction of new employees. Early in 1943 the management together with the Safety Department and toe Union realized the need of Union support to make a safety program successful, thus augment ing toe effective inspection force of the Safety Department The officers. of the Local Union appointed such a committee to work with toe Safety Department This committee consisted of five men chosen from different crafts and sections of the yard. They in turn appointed departmental subcommitteemen in each section of yard bn each shift; who reported to toe general com mittee on matters pertaining to safety. The general committee met with the rep resentatives of the Safety Department, Navy and Insurance Carrier. once a week to discuss any- hazards that were observed and recommendations were made for their cor rection. The insurance carriers appointed a safety engineer as full time safety consultant to cooperate with toe company's safety, depart ment Hus representative; conversant with the requirements, - assisted in working out toe debits necessary to the execution of a successful safety program. A physical demand analysis of toe plant is of inestimable value to the personnel, med ical and safety departments in placing men in the proper jobs in toe plant If toe em ployee has a physical handicap he is given a (united work card which must be certified by toe Medical Department and general man ager, toe card is returned to the Safety De partment for their records, and the man is then, sent to his foreman with, this card and a statement as to what work toe employee is not to do. These men are checked periodi cally by the Safety Department to determine if. they are property placed and are continu ing in toe work specified and that toe speci fied work does not result in undue exposure to accident Whenever a problem presented itself in volving expenditure of money, the Navy as represented by the Supervisor of Shipbuild ing, who has been all out for safety, has given us 100% cooperation in malntamtng safe production. I wish to state that due to toe splendid cooperation given by toe Navy, management medical department supervisors* foremen and all employees as well as toe service rendered by the maintenance crews in cor recting unsafe conditions, it has been a V* -i :i .; ) 312 33rd National Safety Congress, 1944 pleasure to be associated with all concerned health and well being of the men in the in the effort to eliminate accidents, improve DRAVO Wilmington Shipyard. Clearing Decks of Conductors LT. COMMANDER E. P. KNIGHT Safety Officer, Boston Navy Yard, Boston, Mass. This subject of "Gearing the Decks of be sure that, the ultimate goal of keeping Conductors" is probably the oldest problem decks cleared was realty reached. We have there is in modem shipbuilding. a peculiar problem in Boston, peculiar to It certainly is true in the Boston Navy Yard, and I judge that it is true in almost every Navy and private shipyard in the country, that the larger proportion of die total cases to occur are due, directly or in directly, to the question of cluttered up decks. The figures that are available; some times show dits: as much as twenty to twenty-five per cent of die total cases which have occurred. I wonder if we all realize that is so, and I wonder if all of us have 'done what could be done to correct that sort of tiling. La the Natty Yards, as many of you men know, we have handled almost every type of equipment that there is, not only engaged in new construction on every ship, from the smallest to the largest, but have the diffi culty, likewise; of carrying on the very ex tensive repair work on a large variety, of ships. New -construction is one sort of-thing which can be planned for after a certain, very definite fashion. Repair work is some thing entirety different because the wotk is our yard from the standpoint of schedule of building, since We lack shipway area or building space. We are abundant in fining out space, which means we have, to keep our ships cn the shipways or in the building basins for the mmhnnm possible period of time;' That is fortunate in ope respect from our standpoint It gives us an opportunity, be fore that ship is cluttered up very much either above decks or below, to be sure we have set up in position and fixed die differ ent types of tacks or troughs or as we call them in Boston, "Christmas trees." I think it is most wise that befme die ships come to any fitting out period where, there is ex tensive burning or installation of die great need for electricity, or ait; die provisions be made then for the latter and for the great use of all types of conductors. I don't think that any other problem in the ship industry lends itsdf more earity and in a more interesting way to this type of work in trying to keep these decks dear. There isn't any one remedy. It falls back on generally`not too well known to the yard before tbe ship gets in. You fellows in the construction yard or in the private yard have very much the same type of problem. You may not be too much involved in the repair problem,-but you-are certainty in the matter, almost always; of ingenuity and common sense.. Tbe different types of racks or trougfuor frames or procedures that appty in one yard can easily be duplicated or better by some other man's greater inge nuity at another yard. volved in new coostructoin problems, and there your new construction covers pretty much tiie wide range of size and shape aid type of ship that the Navy yards have. It isn't possible to wait until you have your job in front of you before yon dedde just how you are going to go about this type of accident prevention. First you have At the Boston Navy Yard while we have got to be certain that you have a crowd of changed, over a period of time; in the dif men, a certain selected group, adequately ferent types of ships .we have had to build, trained, exactly knotting tint job, and be it is still true that we have had the advan ing familiar with the details of the different tage- of certain periods of time of building trades that are going to work on the ship, the same type of ship. And so, early in the the requirements of the trade, the shift re beginning of safety work, the practice was quirements, because they do change rapidly, adopted of making certain that everything hind that group of men has got to be under was done in advance that oouId.be done t a.single leadership, cohesive; and it has got Dis tc -'Pat E I I 1 to: opi inti the ana bac yot the tec ate cos I . not -a jibs Po m Me saf thi pat or sm eas dr vet as tot op< tni vai Marine Section to be almost entirely restricted to that type of work.; The second thing' I want to emphasize Is that the finest system in the world, or the greatest ingenuity, or the finest group of well-trained men is never going to be able to do its job unless you have adequate su pervision and active supervision all the time. ft STB * 8 J -B "? 3 B -* ft 8 .8 f t ft 8.S 8< B Safe Access to Ships and Wozk Places (Panel Discussion) Discussion Leader: J. E. Thiixx, Vtce-Pres. & Secy., Manitowoc Shipbuilding Co., Mani- towocv Wis. xm C.);' Participants: as statistics proven is not enough, as "Slip E. G.' Anderson, Safety Eng., Bethlehem ping, Tripping and Falling" accidents still Hingham Shipyard, Hingham, Mass. lead the list of accident causes in the Earl E. Graves, Safety Dir, Walsh- majority of Shipyards. Kaiser Co, Providence, R. L L. V. MnxER, Regional Safety Consultant, U. S. Maritime Commission, New Or leans, La. We, like any good Shipyard, have an up and coming Safety Department. These men have been thoroughly schooled and trained in fundamental safety. It is their job, oat MR. THXELL: The subject "Safe Access in the field, to care for fundamentals such to Ships and Work Places9 is an ali-envel- as gangways, ladders,; stagings, ramps, oping subject Without question it enters guard rails, toeboardsand otherlike hazards. into every posable phase of Safety from die point of ship construction. You can analyse your own accident record, trace back the causes of accidents and invariably you will-find that somewhere along.the line the accident was caused, directly or indirectiy.by the situations or conditions created by obstructed accesses, by improperly constructed accesses. Much has been said about housekeeping and no doubt much more will be said. But, I am going to treat this subject a little differently from the usual consideration of accumulation of rubbish, debris, oily rags and so forth. One of the biggest problems we have is the control of the.flow of jnaterial into the slup construction*' area. This material invariably finds its way aboard If you look over with complete honesty 'ship and, as a result, creates bad conditions your own accident experiences, and if Fm in blocked accesses and haphazardly piled not entirely mistaken, you will find.that equipment Conditions such as this practi ' "Slipping Tripping or Falling,9 by far over cally make it certain that accidents and In shadow any of' the other causes. Why? juries will occur. In our investigation of Possibly, your story will go some thing like such conditions, we found that many de tins: In our. Yard, we do everything possi partments were in the habit of requisition ble for the workmen, to see that they have ing material long before It was needed. safe access to any and all areas, but Joe This we cared for by calling the matter to this, or Bill that; comes along and removes the attention of the Foremen, who, in turn, part of a guard nil and doesn't replace it, in conjunction with their Supervisors, regu or takes tip a plank in a staging and doesn't lated the flow of material. Not only did replace it, or leaves tools and equipment in . that help to increase our margin of Safety, stidi -a place on a staging where they can but was also instrumental - in preventing easily roll off, or polls welding lines, or property damage which -invariably occurs/ air hoses, or temporary light lines, or in any material that is exposed tin suctf ventilation tubing, into access spaces such a manner. Following through by using'" as passageways, gangways, hatch openings, these methods effected only a partial cure companion ways, escape trunks and tame Inasmuch as the production workers in our openings, leaving it easy for a victim to Yard are on an Incentive System, we found trip over. What do you do about it? In that contracts Involving a great deal of variably you'll say that, "you will fix it material were given to some men. These just as soon as possible." If you asked me, employees, when receiving contracts of this Fd tell you the same thing. This, however. 'nature, -would immediately requisition all. 5gM m * *.! : (<4M< mm *3 -8 .3 g-g-3 33rd National Safety Congress, 1944 the material necessary for that job, even was, therefore, necessary to cut off these though it would be days and weeks before ends and, of course, if they were dropped they would use it Something had to be on the deck they became perfect-rollers done. We talked to the various depart* on which some one could take a bad fall. ments, about it, and in almost every case Our cure was. effected by compelling ^jl were able to take long term contracts and electricians to pick up these dads. split them into two, three, or even four, ""^Another angle to this problem is the parts. This resulted in less material going proper planning of work by different de f.: at any one time to any one ship. partments. This is not to be construed to It may be well to mention at this point, imply that I think that the departments that we have been extremely successful in are not capable of doing their work, but combating bad practices by the simple it has been found in some cases that de means of taking photographs of actual partments have scheduled simultaneous op existing conditions. Hundreds of such pic* erations in the same area with neither one tures have been taken which have gained knowing what the other had planned. Acd- the desired results when the photographs dents occurred because of this, so it be have , been brought to the attention of the came the duty of the Safety Department to proper people. If you haven't tried this investigate conditions and recommend cor method of maintaining safe accesses, I rective measures. heartily recommend that you do. Probably the biggest problem in. main Welding cable, air lines and temporary taining "Safe Access to Slaps and Work light lines present their own problems. Each Places" is the employee himself or herself. type of shi$ presents its own individual This can be attributed to a large extent to difficulties, and consequently, each must.be the fact that in our Yard we use an Incen solved separately. We try to keep the tive System in the accomplishment of, work greater part of our. cable overhead and off As fundamentally people come to work for the deck. This not only eliminates .the what.they can get out of it, and to com tripping hazard bnt the fire hazard as welL plete any given job in a shorter time, than I'd be crazy if I was to stand here and try that called for on the contract; consequently to tell you that we have' the line problem increases. the earnings of; that individual. licked, because we haven't But we are thoroughly conscious of it We have a group of men in out Welding Department who do nothing hut pull lines, and we feel that with each succeeding ship, they are MR. MILLER: Safe access Is the use of any and all devices, tools, instruments, struc tures and methods which will get the em ployee to and from his place of work. When we think of these things we think of illumf* able to improve somewhat the dition. con* nation and- guard rails around manholes, tank top openings, kingposts,, ventilators, Another important factor in safe accesses small hatches and all other trunks, of prop is . adequate and properly spaced lighting* erly constructed ladders and scaffolding, of While on the subject of electrical installa proper ventilation, including gas freeing tions, it may be well to mention the pulling tanks before men go into them, of dearly of armored able, that is, permanent ship's cable, into place. ` Ohr"difficulty does not occur when the cable is pulled, bnt im mediately afterward, when the ends are left to hang approximately eye-high in com partments and passageways. This, combined ' with inadequate lighting, can be' the cause of serious eye accidents. We have over* come tins condition by making it compul sory that these ends be tied .up and under no condition be allowed to hang. Our haz ards from this source did not end here, defined aisles and passageways, in a word, good housekeeping.. Yon all know that old saying in baseball, "You can't hit what-yon can't see"; neither can a man working, in a poorly illuminated spot do bis Job without creating a hazard to himself and those about him. Good illumination does not: excuse unguarded openings. Any of you-who have worked around--shipyards must have noticed the way workers go to.and fro doing their jobs.. This worker-traffic means danger, J in hoi rec pla ing stn the die to however, because we found that when the even with proper illumination and guard 1 cable was cut in, the' cable was often too rails around all openings. In the Gulf ha: long by a few indies or even a-foot It Region about 25% of our lost time injuries jee Marine Section 315 are the result of falls and slips on the have got to get the men on board the ship same level or from higher levels. Too they are going to work on. Some use ramps often we hear that carelessness on the part and some use stairways. We use oh our own of -the worker was the cause o.f the fall, ships, depending on the size .we are building, yet carelessness on the part of the worker four stair, towers with lead-offs to the stages is nothing less than, improper supervision of the various levels and . ramps on to the of the worker. The carelessness often top main deck. At the outfitting pier we comes from another source, from failure have two stairways,, stair towers, leading up to build strong ladders, to see that they to each ship, and gangplank from the top are properly secured on the landings and of the stair towers over on to the deck. am- to enforce safety measures concerning the carryingqf tools and equipment And as for carelessness on the part of the worker on scaffolds, that too, can largely be placed on . someone else. If a man should -lean against.a guard rail on a scaffold he de pends on that rail. That's what it is there for, protection, and it is not . his carelessness wluch caused that , rail to be weak, to be loosely hailed together. Just recently in one of oar sonthem yards aworker fell Another problem that confronts us in ac cess are these tanks and. inner bottoms. May be somebody has got an answer to it I hope that when the discussion period cones, some of you will answer- questions for me instead of expecting us to- answer them for you. We have a lot of knee injuries in the inner bottoms.. Some pf you men may tell us what to do to prevent them, climbing through from one section to another in the 80 feet to his death whea he leaned against a. permanent guard rail which had not been " inner bottoms and fracturing dim' knee caps againstthem. finished.. There.was no indfcagion, no saga .All through the inside or the outride of and no warning`had been given that this the ship, stagings offer a problem, and tbere rail was not a guard, but a death trap. isn't any use discussing that Probably the Whose carelessness was that? . problem still sticks that some unauthorized To put a man into a work place which is not as safe as it can be humanly made is -criminal negligence. Just nqw I am thinking .of ventilation and testing tanks to be positive that they are gas free and safe for workers to go into them. In one of the repair yards just a. few months ago five men lost their lives, as a result of an ex plosion and fires. These men.lost their lives because the fresh water tank; winch had been painted with red. lead paint just two person may move a staging or make altera tions on it We have staging crews and we don't want anyone to touch a plank or drive a nail except that staging crew. Once in a while somebody wants to- get over here and steql a plank off the staging and leave the end sticking out Somebody walks 'out .on that end, and down they go.. That is access, because if a man is going to work there, he has got to get onto something to stand up there. . days before, was not gas free and was not MR. W. EL LAWRENCE (New- York tested by a certified chemist before these Shipyard): How often do you pull your men were allowed to go. into the tank to welding line up there? . cement wash It' to remove the taste and MR. ANDERSON: They work from ship odor of the red lead paint from the water. to ship. Sometimes it is a problem that has Another factor which must be considered gotten ahead of us to a certain extent We in providing safe access to die workers is have line fellows to dear the lines, dead housekeeping. Keeping the yard- dean by lines particularly. We .can't get the welders removing debris and scrap steel, properly to pdl them bad: themsdves. The ships are phuang welders' leads and airhose, keep all cleared before the launching and before ing fire lanes open and fire , plugs unob delivery. That is understood We have tried structed, roads' dear of obstructions and to keep all the active lines out - the scaffolds and, decks reasonable, dean In dicates- this yard as a good and safe place to work. ..... MR. LAWRENCE:' Are you still build ing DJE/s up there? v MR. GRAVES: I think Mr. Miller MR. ANDERSON :Yes. / has covered the high spots of the sub MR LAWRENCE: I thought you had ject* "Safe Access to Work Places." We pretty good housekeeping. :* *" hi fii I U w ;:P b w o b rt si a P a o d n o a o b a b a' a '= j t d : c 1 ( C i i t i < 316 33rd National Safety Congress, 1944 MR. ANDERSON: It is always open for improvement - ~ COMMANDER G. E. TWINING (U.SJUt, Brooklyn Navy Yard, New York): Does that mean the welder is not responsible in any way for the leading of his line? MR- ANDERSON: Yes, he is responsi ble, but he won't poll the line back into the ship. MR. IL A. EDWARDS (Savannah Ma chine) : Maybe you could answer from the New York Navy Yard. Who is responsible for patting the lines ap hr"the brackets or racks in your yard? Do /you have certain men designated to -handle/those lines, or an individual employee or craftsman? COMMANDER TWINING: I think I can answer that The practice, which is pretty general in our yard, is that the trade --who is the person in the trade doing the work--is responsible for its own lines and lead them up. If we find lines on the deck, we call the supervisor of that ship for that trade, on that ship, and we simply show it to him and the thing is remedied. MR. EDWARDS: Thank you. MR. THIELL: I was standing up here so I didn't get a good view of those photos. I was wondering, you have the hose up there too, don't you? COMMANDER TWINING: Yes. MR. THIELL; Do those racks damage the hose in any way? COMMANDER TWINING: On the other hand, they serve to preserve the hose. It keeps them np out of die way and takes care of die wear and tear. MR. E. C FORSYTHE (Ingall's): Do you have your burners put the oxygen and acetylene lines in the same racks with all die other lines? If you dot do they pick np die lines at die end of a shift or leave diem there, and do you have arty trouble getting them disconnected with the manifold so that they are not left with oxygen and acetylene in the hose? COMMANDER TWINING: We try to keep the acetylene and oxygen lines sep arate and away from the electric welding leads. Sometimes we do find them mixed up, and then we do have a system whereby the line is cut off at die manifold or the cyl inder, if the cylinder is not manifolded. We do not have a line, you know, that extends over the yard--a generating system. We buy our oxygen and acetylene in cylinders. .We dp manifold, the cylinders. We have a rig ging crew that does that, but the burner himself is responsible for what happens to his own line: MR. FRANK C KING (Manitowoc Shipbuilding Company, Manitowoc, Wis consin) : Thank you. I don't believe there is much I could add in listening to all these learned gentlemen. In speaking about the Shipbuilding Sec tion, it is nice to note that so many ship yards now can come under one session and yet get die benefit of die experiences of all collectively, so that any of the various acci dents and experiences coming to mind can probably be solved right there: We, in the State of Wisconsin, in our State Sessions have regional session. Three years ago we started a shipbuilding section which is grow ing very nicely, and in this last session we had die very able help of the Regional Con sultant of die U. S. Maritime Commission, Mr. Cfow. As we note these dungs of gas freeing which has been mentioned, about' scaffolding, racks, putting in pipes for good housekeeping, etc. We have boxes under the walk ways mid on die stages to take care of conduits. We wire up dor ladders. We have railings. Everybody speaks about rail ings very freely now. Only a few years ago it was impossible to get a railing up on the stage. Having a central place, I think, is a most wonderful opportunity, and we,.cer tainly, in this section must not lose die op portunity to get what we can and keying thesafety we have learned and cany it over into the period into which we are going. In the shipyards we have been measured not fay the practices and experiences of die shipyard but by die practices of. a general contractor who is putting up a big building. We, in feet, have so many more hazards and complications, that we have got something to learn there and to go a littie further. But, certainly, I still think, bring old-fash ioned in this game, our greatest work in safety is not alone with the workers with whom we learned a long while ago that we must keep in contact constantly, bnt the more men and the greater numbers we can inter est. The last letter I received from the offices of Mr. Ward calls attention to die responsibility of top methods. It does bring a &'sra g. a* a k a *-<* w3Jt n e b p h *?* o * tends ebay lima ns to owoc Wisfhere these Secship* i and >f aO acdI can n the isions 0 we {towd we Gonstion, 1 gas about good ar the care u We : failsa a ; is a ..eer ie opeping .over ing. sored if the sneral Idzng. [sand tdier. .feA. rk in with at we more utter* a the o the bring Marine Section 317 to mind the fact that just as yon are mindfuT of the need of constant inspection, you can not forget.the reinspection, and that the neglect of. it has caused accidents. Just now, top management; is easier to get at than it was years ago when you pretty nearly lost your job. / ' MR- GARBUTT : Mr- King mentioned a lot . of "ations," such as damnation. He missed out on one, commendation. We have a number of ships in their yard and we have never heard anything but the best reports on good housekeeping at Manitowoc. MR. THIELL: Pardon me if t refer to our company, but I have had good house keeping impressed upon my mind very in delibly, because in the fall of 1940 we be came actively engaged in the building of subs which; as'^on know, is a complicated type of shipbuilding; and we went on a twenty-four hour hatis,acd it is no secret-- I can teB you now--that in three years we were two years ahead of the original build ing schedule. We went on the twenty-four horn- basis in the fall of 1940 and we have been working under war stress ever since. This submarine program we naturally put into the machine shop where we thought we bad plenty of room. We lad so much work we lad to sublet, and a great deal of it went to sob-contractors. But; in the machine shop, there was laid out on the floor in paint, where the walkways were. Oftentimes when I went out and wasted to take a short-cut somewhere, these lines reminded me that I shouldn't take that short-cut. I notice Mr. Martin here of the Employers? Mutual of Warsaw. Mr. Martin comes into our plant one day out of the week,and I have never seen a man ask as many questions in five minutes as he can. He is sitting down' there. and hasn't said a word. Do you want to bring q> something. MR. MARTIN (Employers' Mutual of Warsaw): I . didn't expect to be called upon. You know, about asking questions; I think that is an inborn trait, and that one gathers knowledge in so doing. I know when the day comes that I shall not ask questions or gather knowledge, I want to be put on the shelf because I count that day as lost. I don't want to particularly pat anybody on.the lack; but of the experiences ,r have had in the shipyards I have visited, atMan itowoc I have had the most pleasant experi ences from a standpointof cooperation, and I am glad that the gentleman got up and spoke about this thing that King had missed by mentioning commendation. What I want to ask of the panel board is what experiences they have had in the handling of the tag lines to prevent the men from getting under the load. That is a question I haven't had fully answered yet. Another one is, in the handling of these cables, what success do you have in desig nating the cables that they use; that is, the air lines from the electric cables, or the gas line, by coloring them, having different colors for different sets of cables. I think that Mr. Thiell had this in mind when he spoke about the cable pasting over on the so-called "Christmas trees" whether or not it was enough to prevent the cable from kinking or bring damaged;in .that way. There are three questions I would like to have an swered. . MR. -MILLER: With reference to Mr. Martin's first question, the use of tag lines off loads or cranes, or lifting, down South we find that the large loads--at least the safety departments are trying to keep them as low as possible to the ground. However, when it' is necessary to lift them high, as for storage maybe, under the bottoms there are tag lines provided. With reference to your second question. I. don't recall in any of these yards the lines providing the acetylene and gas--I am speak ing of the rubber hose lines--that are col ored. MR. R. C BARR (Lumbermen's Mutual Casualty, San Francisco, California): Three weeks .ago an explosion occurred in a West Coast shipyard on a B flat deck. Eleven men were working. They were testing out a CO2 fine with extra heavy pipe and extra heavy fittings, and they were testing with oxygen. There were thirteen C.02 bottles on the line which were connected to the manifold, but the valve was not open. They brought the pressure up to one thousand pounds by gauge test and hdd it there for thirty minutes. Electricity was noticed in the line as a result of the indicator or gauge arrow wavering. They found the electricity and corrected and brought the pressure up to eight hundred pounds by gauge test, and, suddenly, it gave way in about twelve different places simultaneously. The quetition I -would like to ask is: Should they have used oxygen in testing the line, or com- 'i.: H. 318 33rd National Sofety^Congress, 1944 pressed air, or would ithave been better to use water? Has anyone here had experience on that? - ;. MR.;HILLER: I thihkit would be,roost desirable there to use water althoughit Is a lot of trouble to dry it out You could first blow it oat andthmlet the normal at mosphere, dry it You could even blow so hot that you could heat through it with out of those little old Jumbo blowers--dectri- cally heated. . Because in a `new. system where you are testing pipe^ the torsional strength of it now may be stamped on it by the mills, but you. never know, whether the mill run test is the same as fiat which is. used by the shipbuilder who istesting than. . The other danger is using oxygen. If you have any oil in the line, yon know, the right mixture could also cause an explosion. .- MR. THIELL: Thank you, Mr. MOler. Are there aqy other questions? Mr. Miller notified mea few minutes ago that the U. S.. Maritime. Ccnnnisaon bas. justfimsheda film, and it is called -"Shipshape for Vic tory." This film will be sent to any ship yard without any cost whatsoever. It is oo good housekeeping; In other words, day will loan the fihn to the shipyards. MR. MILLER: No. It is given to them. MR. THIEI.L: Maybe we bad each bet ter take half a^do^h. It squads like it is too good an opportunity forary of us who want to get one ofthese fihns. To whom do they write? MR. MILLER : I suggest that if aey of yon. derire, them, yon write-the Regional 'die Gnat lakes* is at31Q SocthMichigan Boulevard, and;Mr. Daniel Hartncttisat 45Broadwaftahfi-1 "jam-'ati!^^BarOne Street, New ."Orleans Lbi&fiaaa, jind; die Oakland , address Is 14th and , Streets, thie OaklandU.' S. Re gional Coostrutiiqu OfEke^.OjjkJa^id, Cali fornia.'.' ^ MEMBER: : MR.MILLER:: Thir^-fiven^^ with a.record, you know^and als<vMr. Roche whatWas it you wrote mewbeayou shipped itto me? VVhat vrts ddsmagf- r MR. JOHN ROCEDE ;(<^Inda^ Division, National Safety/ Council): We hadad^cussioncN^mewitb.eadt of these films, aodafterthe ,Slm''h'iiiti'.[y6a'aax use .die .drscnsaqb/buuhi^'. to roadc/tbe; dif ferences'between .wiiat irshown .in die film and iadices m ,your' dwn ,yittds.-` A copy of thefibn uhere at the Congress.: If argr- body wants tosee if ,l.^st|^^t;.ditt'vlie;'gvt in touch.tfeijh Ben Grainger wbojsinchargc of all of your njcctings, land-perhaps, after, tbesesskn is over yon canbaveitpotcc. MR. THlELL:It isa spk^kfcvand we gready- appeedate having: it-Arethere auyotber questions? If not/I don't know how much time- we have, beti I guess-we have 'covered-die subject pretty well,' unless somebody has something rise. Thank you very much. (AppHanse), THURSDAY AFIERNQC^^ October 5, 1944 * Presiding: James E. MacDonald, Permanente Metals No. 2 Shipyard, Richmond, Calif. Safe Handling of HbergkiB in SMpbiifltting- Public Relations Manager,. Owens-Cormng PiibcrglB* Corporation j v.` Although Fibeigias,.was well established in many .peacetime markets before Pearl Harbor,-war.has greatly extended,its uses. For.that reason thousands of men and worn? en in scores of plants throughout the radon are meeting it.for die.first time h) fabri cating, and assembly line operations. Tbe Fiberglas Corporation ;bds^re: rda. sodb workers'are entitled toa foH andfoilimgfat statement;ifdieyinqtfire ^die^/jqoaGga- " donal: hazards result "frgm;V ctpyutt' to n^lypnt|':;'.W<>wi^w~ impnuMy tp $ive - ijifofiBflitffm* ,$q jtfipti" sandsof prochictionworker3,it is supjdied RjLSTa **b s^ e a f & . . ^ u r R MarineSection 319 . gies are ofttn dcsirable to protect . wto a|\test equipped to appraiseihe data against falling bodies.'*) y'.v.-' ^ymy^ire'm^a, positiootoanswer qoestions rusedby prodnctibopeople. *Ffa3%k3> as.v hyVwiciider': J AWll it get into my lungs? d. Apply cahmine^lotion ontauning one per cent pbenol toskia snrfaces, if yoq > c are botbned Ayailabie ^ mostJRist ' .Aid^st^tmy:;^''as^.Sd^;''8&nei. this lotion will help relieve disewnfort. .V V.W^Jh^ .:*<- Use. a. ideanser, confajnmg afiwetthig ..." agentibri^o^gfii^^ Almost'vot .questions reach safctyehgmr^andti^ fhe'sl^L ` . '.-.* ' V ..... ; 4. Careful tests rnadc over a fiye-year ^soimif^fA^iaaj.'' helps. pnwk; ihe answers. period at Saiahac Laboratory by I^. I^reiy ;jV -V^ /"r V;Jt U.Gardner .demonstrate;^^ ' -:'._Soii^.7JwCT*ess-:-'asoiis dictatedyears .no': injuriems; effect; otiCthe: hidsli.; Nobpdyv. agd0kngbeaeOwens^^^ . has ever cothe cfa^ with tiAerealt^^ OT Corporaboowas formed--that careful, ad-0 ..other lung trouble from;FTbergts.v,': ..^: " . .V:: ' cntificinvestigations:jbe camed-outhy:iii^ > - & CcKnpehsatioa rates hased ori the state's partulmedical expertsto determine whether appraisal of the risks in the manafactore and FlbergbS introduced: any., hazards - not' al- fahricatioa of F5bergias--rates w;birir the nadSy.known.Hm axe the facts:.., Fibetglas Corporation ps^s tmder: State law l`ll|isud^;Q{'''$eopie: line, been work- lodgv^'EBwij^ since 193& Tbemnnber ranges from 201n 1912 to noire tban.10,000 --are lower than-for woricers jhitooinipimdhle. industries. : The. Indosfcrial; Qmmissiori iof the State of Qhu^ .'where thoosasd^ led vvoritershave heeueaqiosedto Ftberglasiof - borgias inay caose -a tittiediscom- many years, says that no wodcerV: . fertwhen first hurtled. ButFibergias does ;pensaticm.c^imhasever beenpMdfordis- notcause any lasting irritation. Workers . ability ..due to' exposure to ^bag^a." .. . get toed to it jtria& hands get conditioned di Qaim . records of Aetna lusurznce . tobthersl^ nco-tooric mate* Company, diich carries group insuncuce oti riabcr to otberkinds'of manual labor. all Fibergias employees, indicate that there t This Is amcchamcal action skular to that is no extrit risk in this woric; in act, says ' caused,bywhqit dufforsaw dus.t Fiber- Aetna, nanufi^tre of r^ " gfasisnot poikjnoai;: It is*' giasi irrfiber no hazard differentiating ^it from any; nor- - fonh^Iikesoiidglassit is basically dean, mal'marnifactnring operatioo.;" caunotcuiset^ : Unlike 7. Sdentific pap^rs delivered^ the Penn ' sandglass, however, it Is fineahd rtrilient sylvania Safe Practices' C6nferehce<indicate ' . ^-sofinetiat 97mijesbfFlbergiasfibiment ; that Eiber^as.is a deani safe materiah canjbedtawnfrrxnjaglass maride.wrigfairig two-fifths ofan bonce.,; 3lxjEj^enehce shows thatthe initial <fis- comfoticm be-iofeet best br fo^owing . fitese, aSa^'-fidwT';-':'-'- - . S- Private physirians who spedalize in' eye.ear,rnoseairitiiroatdisprd^ that people working wi&.Fiberglas^ ' Kkdy tiian anybody^dsrrto have: tiiese disr a.?Xei^tTO^ astidy.'asvjcetible, -. - ^^Euq^osiQgr. other scrap-in } iBMijuMBp. pxoncM vior..waste* ' KWadiweHvri^ and water C bdforemeals and atendof each Shift 9. Surgeons use Fuji^myarn to sew up wounds foQowij^ opermQps. They use it in surgical sparges as tracer .threads: .The : Army and Navy use Fiberofes tape as a filter for blood plasma in stirfeical &dd lrits. . In a Detroit hospiibd: Fibergias doth is ap~ . hedc, wristband tinkles: (Says:W. G. -plied duiectty.to the dent as tiie first laydr of a bandage ^peddlyvdevised to1' ineasore : ti*-Division of^IrradaWW^ Hygiaie,' theproteinToss in tiiemriKlatefnxn sttrface. '.> Dept. ;,bf^;Btea^'i^TNo'' bor^iFiberghis^d^cribed^^n^ - spjbroitprdtebtit^dffii^^ ; : 'gterattrire -aat-:<JwBcnicaUy~ plq^catl|y> atnA bio- ;need to be xwontjpM^t that .m'-over-; h^callyinej^lmtnle^ non-: v iKHJsd^ a^ticadions of iglasSfibeti gog- ; toscic^ nonaUergenic, nonsensitizing. 'tl s # s 13 a. p af rsvirfrv f ?r. t 320 33rd National Safety;Congress, 1944 Many new people have begun to work viewing the record, this summary will help with Fiberglas in recent months. By re answer their questions. Selection and Use of Personal Protective Equipment E. E. WHITE Safety Engineer, Son Shiplnrildmg ft Dry Dock Co^ Chester, Pa. (Paper Presented by LU Com. Carter Kendall) The selection and use of personal protec high calibre, familiar with the physical and tive equipment is a subject with which we mental requirements of all the crafts in all are familiar, but with the terrifie.expan- the industry. It is a very serious business-- sion of our shipyards during the war, one that will produce either a liability or an naturally cami the increased hazards. In asset for both the employee and the man the early months of 1943, in just a little agement over a year, our. shipyard had grown from 8 shipways, 2 dry dodcs, and 3 wet basins, to the amazing size of 28 shipways, 2 dry dodcs, arid 12 wet basins. We jumped from 6,000 employees to 36,000 employees. I mention these figures to give you an idea of what it really meant to nuke a proper selection of protective equipment and then educate the employees in its use. If and when the interviewer has decided that the applicant is probably a good risk, he approves him for an aptitude test I fed that the employee of today, unfamiliar with shipbuilding crafts (haring come from an industry of unrelated character) needs a test to give ns some idea of his latent skills. Through dunce or by compulsion this* employee has given up his job in non- This subject of the selection and use of essential work, and definitely needs the pjo- personal protective equipment must neces tectiori of the industry into which he is sarily be prefaced by the development of coming: I fed then,that the first two steps, the employee, in whose behalf the selection the interviewer and the aptitude test^ are is made. At times it seems impossible to very muds in the category of personal educate the present employee to the' use ' protective equipment, already in the posses of protective material. Due to this condi sion. of many companies. In our yard, we tion, I feel that industries have a great know that, protective equipment cannot opportunity to select and develop % useful function 1009b when worn by a man or and intelligent personnel and many are do woman who las been misplaced. ing just this. The next piece of equipment furnished A new applicant coming to the door of by tiie industry is the physical examination. the Employment Office has or has not the Regardless of what the interview or the necessary physical and mental, requirements aptitude test has shown, the applicant's to successfully fill a job with credit to him qualifications may be off-set by this exami self and to the industry. It is at this point nation. Certainly, his health should be the where management steps into the picture, concern of the industry. and, through its organization, can really do When the interviewer, the aptitude test something constructive for itself arid the and .the. physical examination have placed applicant the applicant in the proper position, indus I will tty to develop this employee in the try has used, the equipment necessary for next few minutes, into the mqn all safety their protection as well as that of the em engineers like to work with. ployee. bn the selection of the personnel who interview, give .the aptitude tests and Always an Unknown Quantity examine the applicants physically, great care The applicant is an unknown quantity should be taken that only the best equipped when he fills out his application for em men available be procured' for. these posi ployment and presents it to the interviewer. tions. Then industry must insist on the The first step in bis industrial career, has . use of this equipment. then begun. The interviewer most be of The employee is now on the payroll, but Marine Section 321 be mast not lose his identify. Industry has facilities to make life.pleasant for the dis so much protective equipment yet to offer. located workers in essential industry. The. newcomer looks forward to what he hopes will be long and profitable employ ment, and industry without a doubt cherishes ihe same idea.: Therefore, industry itself called upon its final protective equipment It sponsors, bands, picnics, concerts, dances, and athle tics. The employee now has become one of . Equipment Overcomes Pear It is not long until the employee begins to think of what will happen to him in case of injury aqd sickness. Protective equip ment has beer set up to overcome this fear; compensation, hospitalization, insurance, and benefit funds.. ' We can't stop here, because the identify of die employee is not yet fully established, lie has not really become one of the big .family until he finds himself bathing in fine shower' baths,. dressing .in sanitary lockers, eating nutritious food in wdl-nm cafeterias and, if injured, reedving the ex pert attention of competent doctors and nurses in up-to-date dispensaries. These the family, and unless he is beyond the salvage point he should be happy. I come now to the" material equipment which is supplied for our workmen by our Safety Equipment manufacturers. I have often wondered just how these men, who manage the Safety Equipment business, got into this line of work. At first I frit it most be through their experience in indus try that prompted* them to establistrthdr concerns, but after talking to...a~consider able number of our manufacturers, I found it was through the compulsory law passed by the various states for the protection of their industrial citizens, * Equipment Must Be Used, Too items are protective equipment for both The problem of tee Safety Engineer is management and die employee. how to sdect the best equipment for tee There is still another factor, which pro respective problems, and then educate or rides a most important milestone on his. enforce tee use of this equipment road to success. Can we expect tbe em ployee to remain contented forever at die same job and the same pay? Industry does not want him to, so it provides schools and proper supervision. In tee earlier part of this paper I tried to develop tee ideal employee; and now teat we have him, the obligation to protect him becomes paramount We must protect him against blindness, deafness,: tuberculosis, All the protective equipment to this print silicosis, bums, broken bones, sprains; heat has been to properly place an employee in exhaustion, strains, richness; and. last hut a congenial and remunerative position, to not least death. take cafe of injury and richness, and to Let ns Iook at the equipment build in him a pride of his job and die There is to my knowledge sufficient indnstiy through the establishment of the goggles of all types on tee market to meet proper facilities. every hazard. The grinder, the buffer, tee There is still one vital piece of equipment welder, tee driller, etc.--all can have frit used by industry that is most essential, protection. and'that is the social and athletic activities The hearing has been protected with ear fostered by industry and made possible by plugs of good qualify. ^' the employee. The body can be dothed with leather, During these days when so many em ployees are separated from their families by great distances,. the joys of living are few and far between.' life must be made beatable for these men. The Service OrSaturations realized the servicemen's needs when they organized their dubs and en fire resistant materials, heat 'resistant shields, leggings, spats, gloves,.and safety shoes. There are wooden shoes, knee pads, breast protectors, safety helmets, etc. There are respirators for dost, lead and zinc fumes, paints, etc. couraged entertainers to. visit the battle There are masks to enter explosive mix fronts and 'camps/ However, someone has tures, fires and smoke. failed the home .front soldier. Here was a Apparently:'there is no end to .the inge tremendous opportunity, but most cook nuity of the. manufacture of safety equip mxmities failed miserably to provide the ment -. J 322 33rd National Safety Congress, 1944 > M tr v a t m n o .'ftA a w m ir a m h a *>>an oq. tr.& S q s* To select the proper equipment and use it to -the best advantage is* the problem Who should make the selection? The only man who does know, or should know, is the Safety Director. When the equipment is delivered, then-- the fun begins. Are the methods for its use to be compulsory or educational ? that will solver this problem? If not, how would you handle it? A. The Ethyl Gasoline Corporation has issued instructions stating that all men en tering tanks that have contained leaded gasoline be equipped with blower type air line hose masks as well as special cover alls, add proof gloves,, rubber boots, etc. I believe in the educational policy In Q. When a blacksmith works on white normal times, and the compulsory policy hot metal, using a flatter to mold the piece, in times of emergency. What .can he use to protect his face, arms, None of us like compulsory tactics, body and legs, and .stifl .be able to. work? neither does the soldier like discipline. The A. A cellulose acetate face shidd about soldiers, however, through discipline and 6mxSw window, .060 thickness--light green education, are winning die great victory shade to. protect from glare. Heavy woolen against our common enemy, , and I see no shirt with sleeves, rolled down or a pair way to win the war against industry's of chrome leather shoulder length Sleeves. common enemy, "accidents and death," Another suggestion would be the use of other than through a combination of edu welding cape sleeves of chrome leather. A cation apd-dis^apline. split chrome leather apron; divided at I fed an ample supply of material should be made available to die employee. The equipment-"supplied to' the workmen, such as safety helmets and goggles, should be crotch and attached fo the legs, with ad justable fasteners, permitting freedom of legs. The size of apron to be 24" wide and ending about 8* below the knee."1' handled through the' tool rooms,. while Q. A fire in a cofferdam has .burned leather clothing, safety shoes, work gloves, 1500 feet of hose. The smoke is very overshoes, etc, should be sold at cost heavy and . the beat intense. .What mask through safety stores. shbuld a fireman use to enter the coffer During the year 1943, our. two stores dam? '' furnished 35,000 pairs of safety shoes; A. Sdf contained oxygen breathing ap 187,000 pairs of work gloves; 52,000 pairs paratus should be worn, and 1 wonld rec of welder's gloves; 10,000 pairs of over ommend that two men equipped with sdf 'h ; Is tit <t nGi . V. shoes; 2^500 rain coats; 1,000 pairs of knee contained, oxygen breathing apparatus enter pads; 5,200 leather jackets and 2^200 leather . the oofferdam each with a. life line and overalls. that two mien be assigned to remain out Our tool rooms have hr circulation 12,000 side and handle the life line. pairs of goggles of all kinds, not including shields of all types and 15,000 safety helmets'. Q. Every day thousands of dcctric bulbs are broken. Is there an instrument devised to remove broken part from the socket that at We advertise these stores in our yard will avoid shock? &' : magazine. Whenever an employee is hurt A. Use what, is commonly known as a- because of die lack of this equipment; we lamp base remover. This device is made up Si n o make art issue of it If Messrs. Shipman, Gaskill and Gass will come to the platform, we will dispose of a'wooden handle in -two sizes,-six and nine inches in length. The six inch size is used for medium or standard screw d of the questions and answers and, dose this bam and the nine inch, size for .Mogul ir ii paper. screw base; which is the larger size of lamp base. At the contact end of the handle a g rt a si Questions and Answers Q. In scaling inside of tanks (even after they have been gas freed after carrying hi-octane gas) the removal of the scale recessed molded piece of robber is attached. This molded piece of rubber has slight ridges and is tapered to enter the inside of the base of the broken lamp. The con It e i i frees additional gas. While 'this it not an tact,end of the handle and the rubber part explosive mixture, men get headaches and is recessed to fit over the center glass fila h c become nauseated Is there a respirator ment base of the lamp. The tool is inserted c tt-n rt t* e -w o .e s et-* a Marine Section 323 low into the broken lamp and the base is re will place the helmet too high on the man's moved by friction grip; even though the head with a possibility of it being knocked current may be on, the. rubber insulates Off. j against electrical shock It is understood the workman should wear goggles as addi tional protection.. from possible broken Q. What filter type of respirator should I use in the following jobs: (1) working in lead or zinc fumes (2) cleaning cast glass. . ', ings (3) using radiax saw (4) grinding Q : Must all goggles, respirators and gas tools on the emery wheels (5) in -presence .'i:' Andes meet certain standards and be of smoke?. :" stamped as approved for industrial use be A. (1) U. S. Bureau of Mines ap fore they may be sold? proves "Type; B" mechanical filter type : ) : . w A. Safety goggles should comply with metal fume respirator. standards as set down in the National Head r^(ZJ^Typ&.A, approved mechanical filter and .Eye..Code.and the requiremenfcsof J type respirator- %. Federal.. Specifications. . Respirators ^peed not necessarily meet requirements of spedfic bodies, such as the National Code forHead, "~f3X Type A approved mechanical filter type respirator: - Eye and Respiratory Protection, Bureau of (4) Type A approved mechanical filter Mines Standardsand Federal Specifications . type, respirator. r:`.V ;v.i<`.1i:-St-, except where such devices are used against (5) The use of a 'filter .type respirator' :vU!:5 exposures of toxic atmospheres; in which for protection from smoke is not recom definite requirements are set down by spe mended. cific bodies as to their design and filtering * Q. Do the filters on air line respirators ffifj efficiencies. On nuisance dusts or dusts of completely, eliminate all harmful substances a non-toxic nature^ itr is not necessary to in compressed air?. . &5lfS have devices meeting the requirements of the above mentioned bodies. Gas-masks A..-Most air compressors use od for lubricating the cylinders and oil mists and are :required'to. meet the sperifications as 'vapors` will get into the'air during com established by the U. S. Bureau of Mines. pression. If a compressor overheats; car Q. In shipyards, what is the best helmet bon monoxide may be formed A good to use; a brimless one or one with a brim? ^ air filter filled with activated charcoal wdl Is there any way by which .a man . wearing ] remove the oil,' water, and pipe .scale; but a helmet ran keep his head warm in .winter ' not carbon.monoxide. weather? . ' In connection witii their approval of sup- A. Most' manufacturers" can supply plied-air respirators, the U. S. Bureau of either a cap typebrimless helmet orone Mines says--"It is the responsibyity ofthe with a brim; both of which will give the user to provide respirable air either, hy a same amount of protection^ as .far as. the compressor that does not use' an internal crowniofthe helmetis.concerned. There lubricant that could produce gases' or mists is no doubt; however, that the helmet with that' may be objectionable or injurious to the brim will give added protection to the .health, or by one that is protected by suit man's neck and ears in rase of falling ob able filters, temperature regulators;. and jects. Some yards have found, however, alarms." that with men working in confined spaces the .rap type helmet is more satisfactory due to the fact that it is rarely accidentally knocked off, while the brim type may get in the way in very confined, quarters. For this reason some yards use both types de pending on the particular operation. Most manufacturers ran supply winter linings for use with the protective helmet and will A carbon monoxide alarm is available which ran be installed to continuously sam ple the compressed air . supply and give an audible .warnings if carbon monoxide is present Blowers or compressors are avail able, which do not use a .lubricant in the compressor, and. these are recommended as an air supply to masks or respirators. not only keep the man's ears1 warm but also Q. Is an electric arc more intense at a ni t$ m... mM *i| f. AM his forehead, temples and the bode of bis night? neck, the practice of. wearing a felt hat A. There is m variation in the intensity , .a i't or woolen Hat beneath a protective helmet of tfie light source^of *p electric arc at I a't'i SR B'S'S-ft a a.8 ^ . . . 2.6*2 K 2*.B STS R Q O p .Q B V .ti 324 33rd National Safety Congress, 1944 night ever that of the day, however, due to the pupils of^the eye being open wider at night, there is a greater amount of the light in the arc brought into the eye, where night or general low light intensity are worked in. Q. A crane operator working at night finds flash goggles too dark to see certain spots due to the lighting, yet his eyes get sore. What is the solution? A. Naturally, you would have a check made to determine that the lighting is ade quate and properly distributed. If a crane operator's eyes are normal, try lighter shades of filter lens. A- lighter shade would probably give you the right answer. Q. To what degree does flash glass ab sorb ultra violet and infra red rays? A. So-called flash glass or high visible light transmitter filter glass of standard quality, such standards being established in relation to requirement of the National Head and Eye Code, and Federal. Speci fications, has 'an absorption in the ultra violet of practically 100% and in the infra red field from approximately 80 to. 95%. Q. - Welders claim flash glasses plus the glass in the shield make the work too dark He needs glasses because. he works dose. to other welders. What is the solution? A. In arriving at the density or shade number of the welding glass in combination with his flash glasses, it would be to his advantage to have a set of glasses which ` indude flash glass and the welding glass, of which the . combination is equal to that of his wdding glass. This can be deter mined practically by adding the shade num ber of bis wdding glass to that of his flash, and subtracting the numeral one from the total of the two glasses. Grounding of Portable Electrical Equipment By HARRY W. NELSON Elec. Foreman, Pullman-Standard Car Manufacturing Company, Chicago - I was asked to tell of our experiences and rniial Land Safety award that be have ro of methods used In the grounding system ceived. for all portable dectric land tools_and At the Calumet Harbor Shipyard, we are appliances at our plant While we lave notNserviced by the Commonwealth Edison with lad any serious accidents from dectric 12,000 volts Primary stepped down to 480 shock at our plant, we did'Iiave'sev&ral-^at our switchboard; from there it is discomplaints from men working with port- tributed to the various ways, docks and able dectric tools that they were getting building in duct way under ground. AH of shocks, from their machines. Notwithstand- our 440 volt equipment is grounded, if it ing the fact that we are prase to discount is portable; a 4 wire cable or cord is used; such complaints, we know that it takes only all the switch and fusie panels, receptade a very small amount of current to produce outlets and connecting conduit, are groundserious results. In 1942 at our parent plant,. ed at each location. the Pullman Car Shop, one man" who was The lighting current is obtained from 3 using a portable dectric drill while working phase transformers connected 480 Volt Pri on a car received an dectric shock that maty to 208 Volt Sec--120 volts any phase knocked him from the platform on which to neutral and the neutral is grounded at he was working, breaking his arm and cans- each transformer; also all conduit fuse ing an 8 week time loss, accident. So with panels and receptacles are connected to a that and other instances in mind, the Safety ground. Department pushed the grounding of these For welding drcuits, each way and dock tods and kept after it until authority was has a complete ground tie-tip, so that wddissued to do the job that cost approximately ing machines may be disconnected and moved $10,000. The untiring efforts of our Safety from any location without disturbing -the Department aryi the willingness of the man- ground clamps bn any ship. Then, of course, agementxJq/tooperate, enabled us to win, this welding ground is, in turn, grounded alongKwitu other awards, the coveted Ad- so as to prevent any shock from the weld- ini bit of I f is 009 tht in me no at frt .10 thi thl fn an do stu 'sai an fn 44 mis thi ve tin th of cil lin re cu 10 20 mi ce pk ac ja sh re- ) i3 Marine Section 325 idgjCurreQt as these ships are set on wooden blocks. In connection with the grounding of the A. CL side of our welding machines, I would like to call attention to a special feature that we, at Pullman, use, and that 1$ an instantaneous trip-relay, the current coil of which is hooked in series through the ground wire and the relay contacts are in series with the operating coil of the motor starting switch. This affords us the necessary protection for the A.C. side and, at the same time, protects the power cable from heavy welding currents that are likely to be carried over the ground wire should the welding ground become loose. With this ground hookup the resistance to ground from our panel boxes or from the power and light receptacle boxes on the ways and dock is approximately 5 ohms which I am sure prorides us with a ground that meets'' safety requirements.: about 20 30 amp. fuses and from 60-80 15 amp. fuses. Now with 16 ships under construction on the ways and always at least five ships (and most of the rime more) in the water at the docks, you can get a glimpse of the job to change this all over from two wire to three wire lines together with about 400 portable electric tools and from 1000 to 1200 extension cords, and see that we did not interfere with the produc tion schedule. This meant changing all the three wire feeder circuits into the ships to 4 wire, changing all the jack circuits to 4 wire, and carrying the ground wire to all portable receptade boxes. To connect this ground wire, brass plates were put oh the fiat plug boards and mating plates on the jacks so that the ground wire from the receptade at either the dock or'way was carried all the way through the system to. die farthest receptade box on any ship. This has given you a picture of the main and service layout on the ways and docks; from here we go into the ships. On the 440 volt power receptacles no changes .were made as they were 4 pole; one grounded, these bring used for welding machines and ventilating systems. However, for lights, the receptacle previous to change-over was three pole; 1 bring neutral and 2 for 1 phase of the lighting circuit giving us 2 120 Volt circuits at each receptacle and these two lines fused with 60 amp. fuses. Each ship requires three of these feeders or 6 cir cuits, and about 120 lamp outlets, of which 100' are 100 Watt lamps and the balance 200 Watt lamps set in places where a little more light is needed. Also; each ship is provided with from 15 to 20 portable re ceptacle boxes, each box haring four Du plex outlets or 8 outlets. These boxes are accomplished with flat plug boards and jades. The feeder circuit coming intcTa ship may have two or three plug boards, and, from these, several circuits of lamps and receptacle boxes are taken by means of jades. These jades are fusible and are fused with 30 amp. fuses; then the re* ceptade boxes ape fused with 15 amp. fuses. Therefore, each ship has 6 60 amp. fuses; Our first move was to make up several new 4 wire service feeders with grounded flat plug boards and then exchange them for. the old three wire ones. We then re- ; vamped the old ones until all service feeders were changed. Then we started with the jades and changed them over until all cir cuits were complete with ground to all port able receptacle boxes. Now with this done; it was time to start on the portable tods themselves. For these we made up all three wife .cords with three prong plugs attached and the other end prepared for a quick at tachment Over a weekend our entire elec trical force was brought in to change all the cords on the portable tools and the recep tacles in all of the portable boxes. After tins installation was finished we took meter readings of the resistance and checked from the portable tod to ground and we found that the resistance is 1 ohm.' These checks of resistance are made fre quently on various ships. Also a visual check of wiring is made constantly to see that onr men are keeping this Safety item on their minds at all times. Also the main tenance of the portable tools themselves is a steady job, for they require frequent in spection and constant care. m \. -Ip "{- 'I ));:{! 'I I i till r\!.U m i-lSjl