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Other Votumes in thie Series Users of this volume will find much value in its companion volumes. Here is the list: TITLE VOLUME No. General Sessions and Detailed Index to all Volumes................................................................. l Aviation (Aeronautical Industries Section & Air Transjiort Section).......... Cement and Quarry Industries............................................................................... Chemical Industries .................................................................................................. Coal Mining Industry................................................................................................ Construction Industry and Public Employment (Public Employees Section! Electrical Equipment Industry (combined with V*I. 22)......................................................... Farm Safety .......................................... { Fertilizer Industry ........................................................................................................................... c Food Industry and Meat Packing and Leather Industries.......................................................10 Glass and Ceramics Industry............................................................................................................. jj Home Safety ...................................................................................................................................... ]' Industrial Subject Sessions (Sponsored by ASSE).................................................................. 13 Maritime Industries (Marine Section)............................................................................................ 14 Metals Industry ................................................................................................................................... 15 Metal Products Industries (Automotive and Machine Shop Sections. Power Press and Forging Section?)............................................................................................ >. Mining Industry ............................................................................................... Motor Transportation Industry (Commercial Vehicle Section)............................................... I* Occupational Health Nursing Section.............................................................................................. 1- Pctroleum Industry ..............................................................................................................................Z Printing and Publishing Industry...................................................................................................... 2: Fublic Utilities Industries and Electrical F-quipmcnt Industry....................................................L Pulp and Paper Industry.................................................................................................................... V Railroad Industry ................................................................................................................. 2- Rubber Industry....................................................................................................................................2c School and College Safety..................................................................................................................Z.: Textile Industry'....................................................... 2T Traffic Safety ........................................................................................................................................2* Transit Industry .................................................................................................................................. 2- Wood Product? Industrie?....,..........................................................................................................v Let's Get Personal (Early MorningSessions)................................................................................. cl PRICES OF EXTRA COPIESOF INDIVIDUAL VOLUMES TO MEMBERS VOLUME SIZE 12 or less pages-- 13 to 2-4 page?-- 25 to 4S page?-- 49 to 96 pages-- Over 96 pages-- 7 .`o 9 copes Each $020 .29 .35 .46 .69 10 to 99 eofirs Each S0.17 29 .40 .63 100 to 999 cop.cs Each $0.11 .17 23 25 .58 /W or .: Each $0.1! .17 23 25 .58 Complete set of Transactions (30 vols.)--$6.90 (1 to 9 copies). $6.30 (10 to 99 copies). $5.70 (100 to *>99 copies). 1.000 or more $5.70. NON-MEMBER price? arc double mcmr*er prices, except volumes 5. 12. 26 and 2$. 1954 TRANSACTIONS VOLUME 1 5 [pnrnipiiiiuiiiiiiiiiiiiiiiimninuiBinwiniiiiiiiiiiiiiiHinMroiiiiHniiiMiimiiiiiiinniiiniiiiiiiiiiiiiiiiiiiwuuimiiiiiiiiiHiiiiiiiiiiiiiiniiiiiiiiiiiiiiimiimiii* i Current Safety Topics in the METALS INDUSTRY os presentee/ in sessions of the Metals Section IT at the 42nd National Safety Congress nieiimEmmumimiuiiumiiiiniiuimumninimiiiHtmiiiimiinuinmiimunuimuiimimiimuuiiuimumimmmmiimiiHiuiuimmimuinnim j Resolved: That Guarding Will Prevent More Injuries Than Discipline (A Debate; M/7o W'. Gray, Clyde C. Ruddick, D. D. Mtrfeer, fl. C. Bauer) Getting Men to Think (D. . Best) 4 14 Automation--Its Effect on Accident Prevention (John B. Sterling) 16 Your Accident Record Reflects Your Attitude (J. M. Sylvester) 21 The Development of a Model Crane (.' W. MomsJ . (Continued on next page) ... 24 NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVE. CHICAGO 11. ILL NATIONAL SAFETY COUNCIL 425 North Michigan Avenue a Chicago II. III. .........................................................mm........ Current Safety Topics in the METALS INDUSTRY ,c,,,w Model Crane for Demonstration of All Holst Functions (L. L. Quintan) Crane Maintenance Safety (Rudolf Wheatley) Safety in the Non-Ferrous Metals Industry (Charles L Memo) Safe Practices In Melting and Casting Non-Ferrous Metals (Clyde R. St. Join) . .. The Big Picture \Vht`s the big pirttire in the field of safety? Each edition of the National Safety Congress Transactions is a comprehensive collection of the ideas and experiences o! many of the country's top safety men. These idea* and experiences form the big picture. In the pages of the Transactions may be found new methods, new devices, answers to both old and new problems, and suggested im provements of some of our standard safety procedures. Progressive safety people everywhere have found the contents of the Trans actions to be useful in their accident prevention programs. The Congress Transactions are published in volumes, each centring a phase of the safety picture, along with a General Sessions and Detailed Index to all volume*. The 30 volumes of the 1954 Congress Transactions are listed on the last page of this volume. In preparing these Transrxtions, the proceedings of the Congress have been condensed and edited for reference purposes. Complete original manuscripts, with any charts or illustrations which were used, are available in National Safety Council files. Views expressed at the Congress or in this record arc those of the Congress partici pants and are not necessarily those r.i the National Safety Council. THE METALS SECTION TTtis volume is a record of the sessions held at the 1954 National Safety Congress by the Metals Section. The conduct of these Congress sessions each year is only one of the many cooperative activities which the Metals Section carries on in behalf of its mem bers, and for the benefit of accident prevention work in the metals industry* generally. The Section gives guidance in the preparation of a great variety of technical and educational material used in the day-to-day safety programs of metals plants. The activities of the Section are under the direction of its Executive Committee, the members of which are listed at the ctose of this volume. i ;ii, iJ L 16 1954 National Safety Congress occurred in this district. Gruesome and sobering. They highlight need of greater caution on the highways. 16. L ndefeated Football Season t\r .4 Perfect Safety Record. Comparisons may he drawn for top supervision, torenen or working man. The comparison of the undefeated football team to the perfect safety record is particulariy useful during the football season and we can discuss briefly the part which applies to supervision. They are the coaches of the safety program. They must surround them* selves with capable assistants (foreman) if they arc to be successful. Just as the coach must plan his job so must they plan. As he must select the best players for each position so must they as far as circumstances permit, place their workers in the jobs to which they are best suited. As tljC coach must explain the rules and the p!ays so must they teach rules. working procedures, and so on all down Mte line- There are literally dozens of compari sons and correlations which may be drawn in this connection. There is one thing which bolds as thuf for them as for the coach. If they rf0 not get into the job whole hcartedly. if the do not give it the best they have avail able from an equipment, training and iolh>up view points, they can look for the same poor results the coach undoubtedly will get. In using any of these props, the idea j< to sd! the individual on incontrovertible facts which the props are meant to indicate. This is just plain common sense. If draw the proper comparisons and correla tions with vour thoughts on safety, the worker will buy safety too. Our actions are governed by our I4.; thought. In addition to our many well (mown Safety First Slogans. 1 leave this recotsmenelation, let vour last thought he of safety Automation--Its Effect on Accident Prevention By JOHN B. STERLING Sttpvr. of Training, Engine and Foundry piv^ Ford Motor Co., Berea, Ohio If safety engineers know the mechanical and operational details of an operation in a given process, their training and experience will enable them 10 develop the safety engi neering features required Knowledge of the process would lead them to recognition of the advantages as well as of the hazards. Subsequently, their knowledge and experi ence would develop appropriate protective measures and improvements. On this assumption, therefore, I have planned 10 paint a word picture of auto mation, what it is, how it works, to give a little better understanding oi the opera tional details of automated processes. Industry is in the midst of a continuing plant expansion and facilities improvement program. The program started during World War II and has continued through the decade of 1940 to 1950. Last vear American industry pledged a record of $28-5 billion for new and improved plants and other capital outlay. It is expected that almost that much will be pledged again this year for capital improvement This plant expansion took place due 10 war needs and was influenced by immediate demands for goods both for w*ar and for domestic consumption. Fortunately, during this period a considerable amount of plant expansion for the production of domestic products was possible to take care of our expanding population. Immediately after World War II the emphasis was often on production without * regard for long term modernization of plant and production processes. Since then, how ever, there has been sufndent time to plan for many facilities which are new from the ground up and which utilize the latest known devices for producing at a lower cost and a higher quality. Some of these facilities have been publi cized in the newspapers, magazines and trade journals of the country and many people have the impression that a large num ber of automotive factories are now com pletely automatic. This is not the case and we feel that the completely automatic factory is still Metals Industry 17 some distance in the future. However, the expansion program of Ford certainly is prooi that we believe the future will see new plants with greater percentage of automatic operations as the manufacturing engineers and the builders of machinery and equip ment take advantage of the experience gained in the latest programs. Other companies and industries, not to overlook magazine publishers, also seem to foresee the development of automation for the future. Interest is very high. It is highly probable that you will be exposed to it if you have not been already. In Ford, as it probably would be in other companies, the extent of automatic handling (nr automation as we prefer to call it) is largely determined on the basis of engi neering studies based upon our experience and the experience of the machinery industry in general- These, coupled with an economic analysis, determine how far it is practical to extend automatic handling operations. In our discussion of automation as it is related to the safety engineer, there are two main subjects which we fed should be de fined to some extent in order that a clear understanding of the problems involved may be obtained. First: Transfer type machinery built with automation in mind. The transfer type ma chine combines similar operations to be per formed <m a part into one continuous ma chine with automatic indexing between work stations. Second: **Automation," which is a coined word, meaning the automatic handling of pans between progressive production proc esses. It is a separate and distinct phase of manufacturing engineering which coordi nates the efforts of various deportments in our plants, and the machinery can become in effect, one Urge transfer type machine with facilities to handle the parts as wdl as the scrap generated. - To illustrate the techniques used in the use of the transfer type machinery, we can consider the production of automotive crank shafts. One portion of our machining proc ess involved the drilling of six oil holes, six metering holes, six lightening holes, and an inspection of the operation. Ten or twelve years ago. twenty-nine separate machines would have been required, while today the same department would require only three transfer type machines of right stations each. The part would be loaded at one end and unloaded at the other end with all operations in between being completely automatic. I'd like to try and draw a word picture of what automation is and how it works. Automation, as we refer to it. applies to the automatic handling of parts between operations. Automation devices are designed to move parts into and out of production machines, turn the part over, rotate it, re move scrap and chips and perform other re lated functions. These devices are inter locked with the process and are ordinarily completely automatic while in operation. A finished piece of automation equipment is made up largely of standard elements such as conveyors, air, hydraulic and electrical control mechanisms arranged to obtain the proper movement for elimination of unnec essary manual handling operations. A wide variety of materials can be handled with the elimination of hazardous handling such as in large stamping, heat treat opera tions, forgmg operations and others. In many respects automation is the extended usage of conveyors which played an impor tant part in the early development of mass production of automobiles. By introducing a series of electric nervecenters to direct the work, engineers have gone beyond the use of control buttons, for the most pan. as a method of plant opera tion. Now switches located in the automa tion are principally operated by the weight of the work units. Electric nerve-centers direct the products by mechanical arms.and Angers, from one point to another in much the same manner that a policeman or traffic light directs traffic A particular nerve center receives hun dreds of bits of information continuously from electric switches acting as lookouts. It compiles the data, makes the best possible derision as to course of action, then turns on the power to put the machinery to work. One lookout may inform the brain that a particular.machine is ready to go to work, another that work is available and another that steel arms and Angers are in position to move the work into the machine. When'all conditions are correct, the brain sets the process in motion. Then it concen /i IS 1954 National Safety Congress t rates on removing the work from the ma chine, transferring it to another and pre pares to repeat the operation. In a typical sequential operation, in cer tain processes we require two duplicate lines probably being fed by a single system. A work unit is located upon the auto mation. It may have been indexed from a previous machine tool such as Machine Tool "A." The weight or contact of the work unit on the switch located in the automation -*1? up the electrical impulse to the electrical panel, the nerve center or brain. The infor mation is then resolved into a mechanical action through valves and cylinders to trans fer a shuttle bar or actuate an arm to accomplish one operation such as moving our work unit from Automation A1 to the Auto mation Intersection A2 to Automation A3. It* as in cur example, we have a second machine too! such as "B" which feeds workunits into the same automation as Machine Tool "A" such as Automation Intersection B2. we get a better insight to the workings f automated processes. For example, if we have a work unit c-n Automation A3 and a wr.rk unit on Automation Bl, both should move into Automation Intersection B2, but obviously not at the same time. The depressing of the switch in one of these section? by the weight or contact of the work unit would relay the impulse to the panel which would then actuate a shuttle bar transferring the work unit into B2. The weight of the work units depressing switches in both sections at the same time indicates there are work units in tath critical posi tions. Therefore, the panel, receiving warnings from both lookouts would select a prefer ential index, establishing which transfer device is to operate first. B] would be given preference, the work unit would slide into Automation Intersection B2, the work unit in Automation A3 would he delayed to sub sequently be moved when B2 was emptied. Thereafter, until different impulses would be received, the two sections. Automation Bl and A3 would feed alternately. If and when the switch in either section was not depressed, the preference would be given to the other on a steady feed basis. The panel or brain retains information given it. for an indefinite period of time or until such time as an additional impulse is received to rearrange the sequence of operations to accommodate the new phys ical arrangements indicated by the impulse as now existing. These panels are electrically interlocked with others in the machine tool performing an operation upon the work piece. Occasion ally there is an additional operation to 1 performed such as turning the piece end f'.r end, rotate it. or upside down. In this case. Shuttle or Automation A1 receives a work unit from Machine Tool "A." and through the panel and solenoid valve? and cylindershuttles the work unit into Automation In tersection A2. This data is conveyed to the electrical panel of the automation section. The pane) actuates the valves and cylinder? to return the Shuttle A1 to its home position. It also determines that the Shuttle or Automation A3 is in its home position an* I clear. It also determines that the work ur.it is in proper position at Automation Inter section A2. After all this information is disseminated in the control panel, the impulse i< sent to the solenoid valve* and from there to the cylinder that will perform the turning operation. From there the data is again returned to the panel and another cycle begins. ' I`d like to outline some of the safety ;*?- pert5 of automation experienced by Ford safety engineers. In order to fairly evaluate the effect that automation is haring on the safety of our employees, I believe it is important that wc consider what it accomplishes in the elim ination of the well-known accident causes which are found in the non-automated typ** of operation. With regard to Use latter, particular reference s made to single opera tion machines where there is a need for manual handling of heavy stock in the loading, positioning and unloading of the machine and the transfer of stock from one operation to another. As safety men. we are all quite aware of the fact that stock handling, especially that which is heavy by nature* is an impor tant contributor to industrial injuries. It is well-known that a very high percentage of serious foot injuries are the result of heavystock falling from a transfer truck. It is further a fact that the handling of stock is Metals Industry 19 almost the exclusive cause of industrial hernias and injuries to the back. Sow, let us see what automation has done to eliminate or minimize these accident cause?. You will recall that, in many in stances, after the initial loading of the stock into a series of in-line machines, a multiplicity of operations are performed without the need for any manual stock handling whatsoever. By comparison with former method? of single operation ma chine?. it is obvious that the hazards asso ciated with manual handling cf stock into and out oi a machine and transferring it to he next operation is almost entirely elim inated. By the fame reasoning the hernias and back injuries directly related to heavy iifttng arc greatly minimized, if not entirety eliminated. Our experience indicates an 5.5 per cent reduction in the number ox hernias in sim ilar operations with the advent of automa tion. Wc truly believe that automation has taken the back break, and the "toot break" for that matter, out of engine manufactur ing. Wc arc most thankful tor this, tor n.t only have we been able to reduce our accident rate and the related costs, but far more importantly every day wc arc sending our employees, safe and sound, home to :hcir families. Although I am not a safety engineer, I am quite aware of the fact that every* safety man dreams of the perfect mechanical oper ation where, in the performance of his job, the employee need not at any time expose himself to the working parts of a machine. It is a well-known fact that most of the serious injuries to hands and fingers are the result of the operator exposing himself to the closing or working parts of a machine in the process o: loading or unloading it. It is recognized that this problem has been olved to a degree in the single operation method by the application of indexing fix tures, sliding dies and the use ox tongs. However, at its best you arc faced with the problem of enforcing the use of these pro vided devices. While automation has not completely solved this important problem, it is a real step in the right direction since it completely eliminates the need for repetitive exposure to the point oi ejection. We recognize, however, that because of the relationship of one automated operation to another, it is highly important that a breakdown or machine failure be quickly corrected. This condition could result in the repairman inadvertently exposing him self to working parts of the equipment. However, we have been able to solve this problem with a high degree of success by invoking our safety policy of long standing which provides that before working on a piece of moving machinery the repairman must completely de-cnergizc the equipment by placing his personally issued padlock on the power source. So, with regard to hand and fingers injuries, we see in automation the possibility of almost comptete elimination of this problem. 1 am sure you are wondering what hap pens when a piece of stock gets out of posi tion in its travel through a given sequence of operation?. To avoid the need for the operator reaching into the equipment to re position the stock, "push*' or positioning sticks are provided at convenient locations for this purpose. The very nature oi automation dictate? the generous use of stiles or cross-overs for the convenience and safety of employees in traveling from one location to another. These stiles are strategically located throtighont the plant. They arc not only important in terms of normal travel but serve an important purpose in the emergency evacu ation of the plant. Our engineers and safety personnel^ are constantly alert to the improvement of the design oi our machines as it relates to the safety of employees. Their thinking has been passed along to our machine tool build ers who have incorporated it into the design and construction n machines being built for our plants. In many instances, the representatives of these companies came to our plants and consulted with our engineers and safety per sonnel and. in other instances, our repre sentatives visited the machine tool builder's plant and advised him of our needs and requirements with regard to mechanical safety. The net result of this relationship ha? been a thorough understanding on the pan of our machine tool builders of our pro gram to engineer the mechanical hazards out oi the job. While we recognize that there will, undoubtedly, be a continuing need tor the guarding ox mechanical hazards, we firmly believe that great progress is being 20 1954 Xational Safety Congress made in simplifying the problem by reason of our close relationship *viih the people who build our machines. It is a fact that our experience with the complexity of au tomation has contributed greatly to the decreasing need to add guarding to machines after they are delivered to us. We are rapidly approaching the time when, from a safety standpoint, a machine will be ready to run the moment it is set on the floor. As evidence of this fact, I ant advised by our safety personnel that the machines we are receiving for a new plant in Cleveland are cooing in almost compleieb' guarded. It is important to note that a very minimum amount of additional guarding will have to be applied to them. We believe this is sig nificant since our standard in this regard is very high. We could go on with the many advan tages of automation as it relates to em ployee safety. You may gather that the automation of industrial processes represents a completely new approach to the subject of employee safety. I assure you that this is not the case. It is a fact that the same old prin ciples. so well-known, still apply as they did in the single operation processes. Our best friends in this regard still are: 1. Engineer the hazard out of the job. 2. Guard the hazard. 3. Educate the personnel. We have dwelled pretty much on the first two principles so I would like to explore our approach to principle number three--edu cate the personnel. We recognize that in safety, as in all other aspects of our job, there is no substi tute for a well trained and informed em ployee. A typical approach to this principle is exemplified in our Cleveland Plants by the following training program for em ployees : Safety is included in the induction of newly hired hourly personnel by the hourly personnel section. A personal indoctrination is given em ployees by safety unit representatives. They are routed through our safety $l:oe store where saiety shoes and spectacles arc emphasized. General safety rules are issued in a pack age. Foreman's induction check-off list requirc.coverage of safety as one item. A check-off list issued by safety itemize? the coverage by the foreman and when com plete the form is submitted to safety for filing. On the job a follow-up by the foreman and the saiety engineer is initiated. Bulletins of unusual or new accident causes are distributed to all employee*, in some cases, to supervisors only in others. A series of five-minute safety talks are given by supervision periodically to their hourly-rated personnel. While the representatives ox safety k.v.c an important pan in the training m * ur employees, the basic responsibility in this re gard rests completely and entirely with cur foremen. In order to better equip these menbers of management to meet this impor tant responsibility, we conduct regular safety training conferences with than. This is an organized program designed to make every foreman the safety director of his depart ment. We firmly believe that wc see a definite trend toward longer accident-free period* through automation. Our Cleveland engine plant is now eligible for the Xational Safety Council Award r-: merit tor having worked more than a mil lion accident-free hours over a 30-day period and our Cleveland foundry is in its fourth month without a disabling injury- 21 Your Accident Record Reflects Your Attitude By J. M. SYLVESTER Gen. Mgr.. Bethlehem Plant. Bethlehem Steel Co.. Bethlehem, Pa. All of us at Bethlehem are proud of the Bethlehem plant's achievements in safci> over the past several years. While our rec ord has been good as measured by today's yardstick, all of us realize that there is room for substantial improvement. Constantly in creasing attention will have to be paid to icrident prevention just to maintain the rains we have made. The steel industry' over the past decade has decreased its accident frequency* rate from $.06 to 3.90. In 1953 this meant 6,600 less disabling injuries than would have occurred with our experience of merely 10 tears ago. In analyzing our experience at the Bethle hem plant where we have been fortunate to nut each of the past five consecutive years with an annual frequency of less than one, I believe that our most potential saiety tool is our Attitude Toward Safety. Your acci dent record is a direct reflection oi yow attitude. On the desk of every superintendent in oar plant, for all to see. are these words-- Safety Comes First in This Plant. This is not a slogan nor a high sounding cliche. It is the foundation upon which each super visory* man exercises his responsibility. This principle is his overriding responsibility, and in our plant a superintendents performance m safety is an important measure of his overall performance on the job. Your attitude toward safety will deter mine largely the emphasis you place upon it. the ir.uney you spend cm it. and il will spell out the effectiveness of your program. U'nless you really mein business, and let n-ery man in the plant know that you mean what you say. you will get nowhere in safety. Why do we consider safety so important ax Bethlehem, and nox only at the Bethle hem plant, but in all of Bethlehem's opera tions? The answer lies behind success in any industrial undertaking. And perhaps be cause of its simplicity, its fundamental im portance is oftentimes not realized. Safety has t> do with men--with the indi vidual--and in the most intimate and per sonal way. Probably for obvious reasons, many of us are concerned a great deal more about our physical and material well-being than we are about our mental or spiritual welfare. And while many individuals, through a false sense of security or pride, are slow to appreciate constructive suggestions for their own personal safety, a persistent pro gram sets up a subconscious personal re sponse. Individuality -- the recognition, response, and purpose of the individual--is the most effective social and industrial force -- at least in America. .And we have an obliga tion to keep il that wav. Problems of industrial management have become increas ingly complex. Finance, raw materials, mar keting, scientific and technological advances all have required additional concentration. And while our attention has been directed largely in those channel?, forces which would reduce men to the status of mer cenaries have had a fertile field. Factors which recognize the importance and contribution ot the individual and have a positive effect on individual action are the factors wc must explore today. Safety and the individual arc firmly in tertwined. Safety provides the avenue for advances in human relations consistent with those in technological areas, and because it serves so well the enlightened self-interest of men and management, we at Bethlehem consider it our first responsibility. I am certain that nearly everyone will readily admit that he (or shcl is a leader. But let's not forget that leadership is not inherited. It must first be earned and it is retained only through a constant demonstra tion oi the understanding ot the factors of human motivation. Leadership is not a con dition. It is not merely the receiving and passing on of information. Leadership edu cates. develops attitudes, establishes goals, and provides the means through which achievements can be attained. Industrial leadership is not only a responsibility we have accepted. It is a goal in itself. Un-